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
Dear All – Good evening from Houston on Friday September 25, 2015. Since I last wrote about 2 months ago, a lot has been going on; BOD meeting in Louisville with IBEX, Change in dues, IAMWS wanting to split, Marketing team advancements, the hard work of many of our members in furthering the organization, and many other things.
During the fall Board of Directors meeting, the board voted for an increase in the dues to $500 per annum as the budget is not balanced. Due to the attrition from retirements and lack of maintaining their CE credits, we are below the needed 300 members to maintain the $450 in dues. As the membership grows which it did by several that evening, we monitor the situation going forward.
I want to give big shout out to two of our hardest working members, Greg Weeter and Michael Hunter. Greg has for many years been the editor of the NAMSGlobal-eNews. His consistently fine product 7 to 10 times per year is a great source of information for the organization. I am always interested in the news he pulls in and the list of events keeps me current on the goings on around the Maritime world. Next time you see him give him a big “Thank You”. For those of you with news to share, please share the news and or goings on.
The second is to Michael Hunter. Michael chairs our marketing committee and has developed some bang up advertising. It will soon be running and available for your use. He has also made the logo easier to use. His other huge project has been the website redesign. He was tasked via BOD vote 12 months ago and the site is currently in beta test. It is looking sharp and as soon as a few bugs are worked out, it will be launched. Michael has also been evaluating and looking at additional or different venues to attend and promote NAMSGlobal. I will ask him to make a full report to the Members at the members breakfast. Michael – Great job.
One note here is that if you have any ideas, things going on in your area or want to be published, let one of these guys know and they will work with you.
NAMSGlobal national lections are also coming up. We have an excellent slate of candidates, some you may know well, and some you may not. Evie will be sending out the campaign literature in October and we all will be voting in October and November. I look forward to seeing who the next President and Vice President will be. Please consider all of them carefully as we are on an upward march going forward and want the best to win to assist us in getting there.
Looking forward, the Spring conference will be in Savannah, Georgia on March 6 to 8, 2016. Details will be available soon. I want to thank John Venneman and Greg and Reggie Gant for their work what promises to be another fantastic program. If you are interested in speaking or know a speaker, please let John know.
One big piece of news is that Evie Hobbs, our long-time Office Manager, is going to retire next spring. With that word, the Board has also made the difficult decision to move the home office to the Houston vicinity. The Gulf coast and Florida make of over 1/3 of the membership and with the lease expiring in Virginia and Evie’s decision, the subcommittee of the board considered the entire US and decided that Houston was the best spot due to the local membership, the relatively low cost of office space and abundant talent to try and replace Evie. She will be managing the turnover (I told her she cannot retire until her replacement is trained).
On another note, the IAMWS initiative has been a recent challenge with that BOD pushing for more independence and autonomy. We are in the process of the negotiations and the NAMSGlobal BOD has been strongly in support of not granting any significant change in the current structure. We will keep you up to date with the developments.
In another significant development, Mike Sulkowski, long-term active member in Chicago was voted a retired life member. This was certainly a well-deserved pat on the back for a man who had served NAMSGlobal in many ways over more than 20 years.
The NAMSGlobal BOD has also voted to establish a Marine Warranty Certification for all those things not covered under IAMWS. This includes Project Cargo, trip in tow surveys and many other opportunities and options that we can now market to and grow the organization around. Greg Gant is the acting Head of that Technical Committee.
Please contact the undersigned, the Executive Committee or your Regional Vice President if you have questions, concerns or want to volunteer.
Steven P. Weiss, NAMS-CMS
NAMSGlobal members staff the booth at IBEX
L to R Ray Toth, Michael Hunter, Greg Weeter, Steve Weiss,
Roy Smith, John Venneman
|NAMS-CMS / Y&S||N. Canada||Tim McGivney|
|NAMS-CMS / Y&S||W. Canada||Chris Small|
|Name||Status & Discipline||Region||Sponsor(s)|
|Anand Nair||NAMS-CMS / Cargo||W. Gulf||Satish Janardhanan|
|Chris Kiefer||NAMS-CMS / Y&S||W. Rivers||Greg Weeter|
|Kenneth Hendrix||NAMS-CMS / H&M||S. Atlantic||Norman Dufour|
|David MacKay||NAMS-CMS / Y&S||N. Pacific||Mike McGlenn|
|Felix Holder||NAMS-CMS / Cargo||W. Gulf||Ian Cairns|
|Douglas Foote||Y&S / NAMS-Apprentice||S. Pacific||George LeBaron|
|Adam Barras||H&M / NAMS-Apprentice||E. Gulf||Conrad Breit|
|Jacqueline Ellis||H&M / NAMS-Apprentice||W. Gulf||Ron Sikora|
|Aaron Sheer||Y&S / NAMS-Apprentice||N. England||Anthony Theriault|
Well, I’ve been volunteered now for a year and things are coming together a bit better. I trust you have seenNAMSGlobal advertising in periodicals and web browsers as we are getting a foothold out there. The Marketing Committee appreciates the increase in funding for the Marketing budget, and rest assured we are making great effort in being good stewards of your investments in NAMSGlobal.
Marketing is Everything & Everything is Marketing – 30 years later I still hear a college professor spouting that from the front of the classroom. The Marketing Committee is making great effort in approaching a Quality over Quantity approach to both the appearance of NAMSGlobal and its members. For those who have not advertised in a major publication in a while, it can be very expensive with a quarter page ad in a monthly periodical costing more than $10,000.00 over a year. Hence, we are trying to be very surgical in our advertising. By my count, NAMSGlobal has been presented in 12 different periodicals with approximately 84 hits in those sources this year. This process of choosing whom to advertise with is ever morphing and member input is always appreciated. We have developed standardized ads on both commercial and recreational sides. We are negotiating with the advertisers as well to provide price breaks to members for the “business card ad” to be placed with NAMSGlobal at discounted prices. If interested, please let me know so I can pass this on to the advertisers or you when the opportunity arises. Remember, everything you do, everything you say, everyone you talk to is Marketing.
NAMSGlobal is currently generating press releases to 2200 wire and news agencies on developments. We have so far limited this to recognizing new NAMS-CMS members and recognizing their achievements. We are still fine tuning this and look to be able to be a bit more generalized in this process soon as well. NAMSGlobal’s presence at trade shows increased two fold this year, with much appreciation to Childs Dunbar, Exhibit Chair, for his assistance in that endeavor. We are closely examining a “bang for the buck” approach and redirecting those assets to the best return on investment. On that front, we will be present at the new REFITInternational Exhibition show in Ft. Lauderdale this Winter. Members interested in assisting with booth operation please let us know. (my wife already says I am going to Ft. Lauderdale, so see you there). This new show by Professional Boat Builder looks like it will be a good fit for us, like the new WorkBoat Maintenance & Repair Show is for Workboat.
The NAMSGlobal website was thrown into the Marketing gambit a bit as we try to tie web presence as well. Two years ago, NAMSGlobal was on page 10 of the Google Listings. With a directed approach and educating the Board on how to increase our presence, when I looked today, we are #2 on Page 2. Hyperlinking NAMSGlobal to our websites and updating individual member’s websites to a mobile platform is paramount in that operation. The NAMSGlobal board authorized the development of a new website. Making the search function “BETTER” is the highest priority as we try to not limit our search by state. I presented the new site to the board at the September Board Meeting and, although there are some bugs still to work out, it is very close to final presentation. A map-based search, user defined profile, photographs of surveyors and beginning to introduce a back-office to the site are all in the works.
In case you were not aware, not all websites are mobile ready. If you don’t have a mobile compatible site, you lost your Google position in September 2014. Hyperlink your NAMSGlobal logo, hyperlink the word NAMS, National Association of Marine Surveyors, & NAMSGlobal to the NAMS home page. We are creating this in the NAMSGlobal site to generate cross-talk to the benefit of both you and NAMS as a whole.
Michael Hunter NAMS-CMS,
Chair, Marketing Committee and Website & Communications Committee
The NAMSGlobal Great Lakes and Western Rivers Regions met Friday September 18, at the Crowne Plaza Hotel, Louisville, Kentucky after the IBEX Convention.
17 NAMSGlobal members attended, including National Secretary Mr. Ian P. Cairns. Thanks to all who participated.
Seminar topics included proper/improper loading practices for Hopper barges, presented by Mr. Wade McGrady, PE, CMS-NAMS, unusual salvage operations of sunken river barges presented by Mr. Greg Weeter, CMS-NAMS and two presentations on ABYC Electrical Standards, electrical test equipment and a thought provoking demonstration of moisture meters, by newly-elected NAMS Eastern Canada Regional VP and ABYC instructor Mr. Ray Toth, CMS-NAMS.
Mr. Michael Hunter, CMS-NAMS gave us a hands-on” what to look for and how to check” when inspecting failed Mercruiser Bravo stern drives. Rounding out the program was guest speaker Mr. Jay Walerstein, whose Indianapolis, Indiana based company markets a beet juice derivative-based rust remover and rust inhibiter developed for treating and extending the useful service life of rusted salt spreaders and salt trucks. The product, marketed as Molycor Systems has been proven successful in mitigating and arresting salt and chloride corrosion. We see its potential benefits in mitigation of corroded cargo.
Congratulations to Mr. Chris Kiefer of Riverlands Marine on attaining NAMS-CMS YSC credentials. The Board also approved “Retired Life Member” status for Mr. Michael Sulkowski, CMS-NAMS (Cargo), who served for 19 years as Great Lakes Regional VP and was a member of NAMS for 35 years. Thank you Mike, for your dedication and service to this fine organization
Kevin R. Bache, CMS-NAMS,
Great Lakes Regional VP
Roy L Smith, CMS-NAMS
Western Rivers Regional VP
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.
Mr. Uwe Jaeckel, NAMS-CMS 1939 – 2015
It is with sadness and heavy hearts we write to share the passing of our dear friend, Uwe Jaeckel, cofounder of Jaeckel, Mund + Bruns.
Uwe was born 1939 in Bremerhaven, Germany, joined the US Army, was commissioned as an officer and studied law after serving time as a pilot in Vietnam. After his service he started working in the Twin Towers in New York City as an attorney and loved to share stories about his years there.
A passion for marine cargo surveying then led to the opening of UJI over thirty years ago. Uwe loved his career and happily worked well into his 70’s. Uwe joined NAMS as a Cargo surveyor in 2002, he was such a gentleman and well respected by all who knew him. He was loved by everyone in the harbor and well-known as an honest authority in his field. Uwe will be greatly missed by everyone at JMB and we hold dear having known such a kindhearted man.
Submitted by Felix Holder, NAMS-CMS,
Jaeckel Mund + Bruns L.L.C.
Marine and Cargo Surveyor
American Institute of Marine Underwriters (AIMU) ProfessionalDevelopment 2015
Registration for Advanced Classes is open! ?(Distance Learning option is available.)
Go to http://www.aimu.org/edprograms/aimu-education-schedule.html to peruse their many offerings, both in-line and in-person.
5 – 7 October 2015, Morehead City, North Carolina
Raft Survey Class: The thee-day school of instruction will take the mystery out of the science of accurately determining a vessel’s weight by water displacement. Designed for the student having little or no previous experience performing displacement surveys, the program will be presented by an instructor who is an experienced and practicing bulk cargo surveyor in a fun, relaxed and easy to understand format. Adhering to standards established by the United Nations and the Economic Commission for Europe (ECE) and using surveys and publications collected from actual vessels attended by the instructor, attention will be directed toward practical application rather than textbook theory. 18 – CE credits awarded to NAMS and SAMS members completing the program. 18 CE credits, Cost $1,500.00.
Class info at http://www.marcarcon.com/draft_survey_school_synopsis.pdf. Inquiries to Marine Cargo Consultants, http://www.marcarcon.com/ Email: firstname.lastname@example.org Phone (800) 567-6294 / (202) 239-2729 (Outside USA).
8 October 2015, Morehead City, North Carolina
Bunker Survey Class: The one-day school of instruction (8 hours) will introduce the student to the methodology of conducting a vessel fuel inventory. Designed for novices, the program is an excellent entry point for marine surveyors of all disciplines desiring to build upon their skill set and transition into liquid and bulk cargo inspections. The course will be delivered by an experienced bunker surveyor in an easy to understand format. Throughout the entire course, the student can expect to be challenged with real-life scenarios while acquiring the fundamental skills necessary to accurately determine the quantity of fuel aboard a ship. 6 – CE credits awarded to NAMS and SAMS members pending approval completing the program.Inquiries to Marine Cargo Consultants,http://www.marcarcon.com/ Email: email@example.com Phone (800) 567-6294 / (202) 239-2729 (Outside USA).
14-17 October 2015Milwaukee, Wisconsin, USA
SAMS 2015 International Meeting & Educational Conference at Hyatt Regency.
More details: http://www.marinesurvey.org/events.html
15 & 16 October 2015 Golden Meadow, Louisiana
Maritime Risk Claim Seminar. Location: Moran’s Restaurant
For more information contact Tim Anslemi at firstname.lastname@example.org or visit http://www.maritimeclaimsseminar.com. Eight (8) seats still available.
October 15-18, 2015 Las Vegas, Nevada, USA
American Society of Appraisers, MTS201 – Introduction to Machinery and Equipment Valuation. This class is being held prior to ASA’s joint 2015 International Appraisers and Advanced Business Valuation conferences in Las Vegas. This course will introduce appraisal terminology and concepts and provide students with a solid foundation for a career in appraisal of machinery and equipment. This course covers ME appraisal terminology; functions and purposes of appraisals; introduction of the three approaches to value; depreciation and factors affecting depreciation; field inspection techniques and safety; introduction to the issues of indexes in machinery and equipment appraising; basic pricing exercises for current and obsolete assets; ethics and professional standards.CE: 27 hours Price: $1,020 Member; $1,170 Non-Member
November 3-4, 2015, Fort Lauderdale (Florida) Mariners Club
26th Marine Seminar. Important Seminar for Insurance Agents, Brokers,
Underwriters, Surveyors, Admiralty Attorneys & Marine Industry Professionals. Conference Registration Includes:Seminar Activities, Continental Breakfast and Buffet, Lunch (located in seminar break area), Complimentary Parking Available, Meet the Speakers Reception & Continuing Education Credits.
To register or for more information visit ASA Online or call (800) 272-8258
Optional: FLMC Golf Tournament is Tuesday, November 3rd, at the Fort Lauderdale Country Club.
10th November, 2015 Antwerp (Belgium)
On the occasion of its 50th anniversary, specialist law review ETL– European Transport Law – is organizing a seminar in its home town. ETL has lined up a series of internationally renowned specialists in maritime and transport law as speakers, who will be looking back over 50 years of maritimelaw in motion and at what the future may bring. Concurrently, a special anniversary edition of ETL will be published with contributions from these and other authorities in maritime law.
https://www.scribd.com/doc/280893967/ETL-2015-Program Courtesy Bow Wave
November 12-14, 2015; Galveston, TX
American Society of Appraisers, MTS208 – Marine Survey
This course is designed for the non-marine professional who wants basic knowledge of the industry and for the marine professional who wants to learn more about the appraisal side of the industry. Topics covered in the course include:
• Marine equipment and its special language;
• The marine industry and function of marine surveyors and appraisers;
• The three approaches to value as they apply to commercial and yacht appraisal;
• Identification of marine equipment and systems, both commercial and yacht;
• Preparing an appraisal report; and
• Different types of Bluewater and Brownwater equipment.
The exam for this course is optional.CE: 24 Instructional Hours & 3 Exam Hours
Price: $1,020 Member; $1,120 Non-Member REGISTER NOW
December 9, 2015; 2:00pm – 4:00pm ET On-Line Seminar
American Society of Appraisers, WEBMTS138 –
Ethics & The Appraiser – Professional Ethics for Practicing Appraisers
This is a live online webinar course that can be accessed through the internet.
This webinar, while only 2 hours, goes beyond USPAP and the IVS, and presents you with the basics of knowing when an issue might be legal, but might be unethical. It asks questions such as, “Really, can you teach ethics?”, “I’m moral so I’m also ethical, right?”, “Are ethics learned or am I born with them?”, “Does being legally right mean you are also ethically right?”, “Isn’t the Golden Rule enough?”, “Is there a difference between being moral and being ethical?” and, “Do the ends justify the means, or do the means justify the ends?” This webinar introduces participants to the origin of ethics, how you get your beliefs, and defines professional ethics as they apply to appraisers. It dispels ethical myths, teaches the origins and types of ethics and through a series of case studies, presents in-depth look at applied ethics for appraisers of all disciplines. This webinar presents ethical standards for the individual appraiser and the appraisal manager, and the well as agencies, organizations, and institutions that deal with appraisers and appraising. It is a great starting point that should inspire each appraiser to learn more about professional ethics.
Upon completion of the course, participants will be able to:
• Assess myths about ethics;
• Recognize Utilitarian and Deontological ethical theories and how they apply to your practice;
• Identify the basis of their beliefs and assess their motives;
• Evaluate Kantian ethics and Virtue ethics;
• Decipher theories of justice and rights; and
• Develop an understanding of the notion of Public Trust.
CE: 2 hours
Price: $79 Member; $99 Non-Member
Please note that registration closes the day before the live webinar.
6 – 8 March 2016 – Savannah, Georgia
NAMSGlobal 54th Annual National Marine Conference.
The NAMS Conference will be 6 – 8 March 2016 at the Hilton Savannah Desoto, 15 East Liberty Street, Savannah, GA. 31401. Hotel reservations: 877.280.0751 or 912.232.9000 and ask for the NAMS Conference discounted rate, $159.00, plus taxes. Event details will be posted on the NAMS website as they become available http://www.namsglobal.org/events/
NAMS Member Janet Peck has a client looking to hire a full time Cargo surveyor in Houston TX. Mostly project cargo packing, loading and project cargosIf interested please contact Janet at 843-628-4340
Two NAMS North Pacific Regional Seminar Days
November 12, 2015 0800 to 1700 hours
1032 West Marine Drive at 10th St.
Everett, Washington 98201
6 Continuing Education Credits Anticipated for Both NAMS and SAMS Surveyors for the November 12 Session.
Open to All NAMS and SAMS Surveyors and Affiliates and other interested parties
Program Details to Follow When Confirmed
$75 USD Fee for this seminar session. Registration fee payable at the Seminar by check made payable to NAMS, or by cash. No host lunch available from Harbor Marine Restaurant
Please RSVP to Matt Harris, N. Pacific RVP By email: M_DBA@msn.com
The meeting room is upstairs at Harbor Marine, 1032 West Marine Drive, Everett, Washington 98201. Park in the rear of the building and enter through the door at the SE corner of the building and proceed up the stairs.
November 13, 2015 Starting at 0900 hours
Two or more Boatyard Visits Planned
Yacht and Commercial Yards, Fiberglass and Aluminum Construction
To be in La Conner, Washington
Continuing Education Credits Anticipated for Both NAMS and SAMS Surveyors for this November 13 Session
Open to All NAMS and SAMS Surveyors and Affiliates
Program Details to Follow When Confirmed
Guidance to Master/Chief Officer when Loading Grain
By Kamal Ahmed, NAMS-CMS, Montreal, Canada
I was once hired by my client to get the approval for grain loading by the Port Warden in the 2nd loading port as the actual healing moment was more than the permissible healing moment. The situation was as follows:
- The original stow plan, which was sent to the shipper by the charterer for loading Port A+ Port B was total for 65,700.00 M/T.
- Cargo for loading as per shippers request in the beginning was:
• Lot 1 – minimum /maximum 27 000 M/T for discharge port A
• Lot 2: Minimum 30000 M/T for discharge Port B , Minimum 6600 M/T for discharge port C,
• Total of 63600 M/T
- In the stowage plan which the Master had sent for loading was “64,453.202” M/T. The Master mixed Lot 1 & Lot 2 in hold no 7, which cannot be done, as lots have to be separated naturally, and not separated artificially. The Master’s explanation was that the change of the stow is done in order to satisfy the stability requirements as per the port warden at the 1st load port. The vessel was not satisfying the shipper’s requirements for natural separations of Lot 1 and Lot 2.
The task consisted of the vessel taking the cargo. As per preliminary stow plan 65 700, Lot 1 and Lot 2 which had to be separated naturally. In the same plan, the vessel had to be stable in the 2nd load port as well as in the 1st, 2nd& 3rd discharge port.
The main challenge was that the vessel had a draft restriction of 12.80 M in the first discharge port.
We faced the following problems in preparing the grain stability form for the Port Warden:
The grain calculation has to be carried out with an untrimmed end as the loading with a trimming machine (Trimmed End/Grain Stability Booklet) is very expensive.
With arrival draft of 12.80 M at the 1st discharge port, the bending moment was about 120% with natural separation with cargo 65,700.00 M/T. We tried to minimize the bending moment at less than 99%, but the draft was more than 13.4 M at 1st port of discharge. The actual healing moment was more than the permissible healing moment.
We tried our grain stability calculation with 6500 M/T of Ballast Water in After Peak Tank (100% full), No. 5 DB Tank (Port + Starboard, 100%), No. 4 DB Tank (Port + Starboard, 100%), No. 3 DB Tank (Port + Starboard, 50%), the actual Healing Moment was less then Permissible Healing Moment, Bending Moment was less than 99% but the draft was 14.5 M aft. We proposed to the Port Warden that 6500 M/T of Ballast water has to be pumped out at the anchorage at the 1st discharge port. The Port Warden agreed as the calculation met all the conditions, with a draft of 12.80 M.
|Hold #||HOLD CAPACITY
|Port of Discharge||Grade||Percentage %|
|1||10,620.70||8,511.000||Wheat||1.190||3rd Port + 2nd Port||2||Slack/95.20|
|Items||Departure Final Loading Port||Arrival C||Required|
|GM||3.181 M||3.192 M||0.30 M|
|Max Lever GZ at angle>=30 degrees||2.079 M||2.130 M||0.20 M|
|Angle of Max righting Lever GZ||47.56 degree||47.55 degree||25 degree|
|Area up to 30 degree||0.462 m*rad||0.468 m*rad||0.055 m*rad|
|Area up to 40 degree||0.790 m*rad||0.803 m*rad||0.090 m*rad|
|Area between 30 degree to 40 degree||0.328 m*rad||0.336 m*rad||0.030 m*rad|
|Draft||F: 12.25 M
|F: 12.264 M
|Sheering Force||3455.28 MT
@ 158.85 m Forward,
58.2% at Sea
@ 158.85 m Forward,
59.2% at Sea
|Bending Moment||-135700 MT-m
@ 92.63 m Forward,
|-74.40% at Sea -139028 MT-m
@ 92.63 m Forward, -76.20% at Sea
In order to load the grain, the Chief Officer has to consider the following points:
• If the vessel loading up to winter or summer marks
• If the vessel having a draft restriction at loading or discharge port
• If the vessel loading minimum or maximum quantity
• If the actual healing moment were more than the permissible healing, the Chief Officer should consider keeping the smaller holds slack where healing moment for the slack compartments will be less. Also taking Ballast water at loading port may reduce the actual healing moment.
Pay particular attention to the stowage factor of grain for deep sea shipments.
In addition, the Chief Officer needs to ensure to:
• To comply with regulations mentioned in SOLAS CHAPTER VI 1974.
• Always calculate the healing moment with untrimmed ends as the trimmed ends is cost effective.
• That the Loading Manual in some vessels provides the healing moments in trimmed ends and that there is no indication of Untrimmed Ends. If the forward and after part of the cargo spaces are Hopper type, then the grain stability can be done considering “Untrimmed Ends”.
• Secure and seal those bulkheads to check if they are made grain tight and remain grain tight during the voyage, for smaller vessel where the forward/aft bulkheads are movable, Reference Bulletin No. SSB 02/2015 issued by “Transport Canada”, dated February 24, 2015.
• Pay particular attention to the stowage factor of the grain. If the situation permits, the slack holds are the last holds to complete.
• Refer to Bulletin No. 03/2002 issued by “Transport Canada” regarding “Deviation from the Load Conditions and Limitations given in the Approved Loading Manual. The vessel’s structural integrity has to be always maintained. Block loading refers to stowage of cargo in a block of two or more adjoining holds – with holds adjacent to such blocks remaining empty. To avoid overstressing the hull structure in the part loaded condition, careful consideration must be given to the amount of cargo in each laden hold and the anticipated sailing draft. The Bending Moment and the Shearing force (Harbor & Sea Condition) in all stages of loading and during the voyage to be within the permissible limits.
• That the loading computer of the vessel has to be “Certified by the Classification Society”.
• That the hold bilge pump & water ingress system has to be in operational condition. This is one of the main requirements of the Port Warden.
• While preparing the Grain Stability Calculation, it is advisable for filled compartment to take maximum trimmed volume and healing moment for untrimmed ends for particular compartment.
• To take “Maximum KG and Free Surface Moment” for compartments filled with liquid.
• While preparing loading sequence the number of Loader with loading rate should be taken into account.
The points mentioned above are pivotal when loading grain and preparing a grain stability form so that it gets an approval for loading by either the Port Warden or a NCB/AMSA surveyor.
Kamal Ahmed, NAMS-CMS, Quebec, Canada
IMO warns on bauxite liquefaction dangers, September 18, 2-015
Ship Masters warned of conditions under which bauxite should be accepted for carriage.
The International Maritime Organization (IMO) has taken action to warn ship Masters of the possible dangers of liquefaction associated with carriage of bauxite, following consideration of findings from the investigation into the loss of the 10-year-old Bahamas flag bulk carrier Bulk Jupiter, which was carrying 46,400 tonnes of bauxite when it sank rapidly with 18 fatalities in January 2015.
A circular approved by IMO’s Sub-Committee on Carriage of Containers and Cargoes (CCC), meeting this week at IMO Headquarters, warns ship Masters not to accept bauxite for carriage unless
• the moisture limit for the specific cargo is certified as less than the indicative moisture limit of 10% and the particle size distribution as is detailed in the individual schedule for bauxite in the IMSBC Code; or
• the cargo is declared as Group A (cargoes that may liquefy) and the shipper declares the transportable moisture limit (TML) and moisture content; or
• the cargo has been assessed as not presenting Group A properties.
The circular notes that while bauxite is currently classified as a Group C cargo (cargoes that do not liquefy or possess a chemical hazard) under the International Maritime Solid Bulk Cargoes (IMSBC) Code, there is a need to raise awareness of the possible dangers of liquefaction associated with bauxite. If a Group A cargo (cargo which may liquefy) is shipped with moisture content in excess of its transportable moisture limit (TML), there is a risk of cargo shift, which may result in capsizing.
The mandatory IMSBC Code requires Group A cargoes to be tested, before loading, to determine their TML and their actual moisture content. The testing should confirm the cargo is below the maximum moisture content considered safe for carriage.
The Sub-Committee was informed of the marine safety investigation into the loss of the Bulk Jupiter, which has uncovered evidence to suggest liquefaction of cargo led to loss of stability. Ongoing research to evaluate the properties of bauxite is being carried out by Australia and Brazil, while an ongoing research project in China suggests that bauxite has various behaviours, based on the parent rock and how the materials weather.
The Sub-Committee also established a correspondence group to evaluate the properties of bauxite and coal (some types of coal may liquefy) and consider any necessary amendments to the IMSBC Code.
Liquefaction occurs when a cargo (which may not appear visibly wet) has a level of moisture in between particles. During a voyage, the ship movement may cause the cargo to liquefy and become viscous and fluid, which can lead to cargo flowing with the roll of the ship and potentially causing a dangerous list and sudden capsize of the vessel. Special consideration and precautions should be taken when loading a cargo, which may liquefy.
Bulk Jupiter investigation report
The investigation report into the loss of the Bulk Jupiter can be downloaded from the Marine Casualties and Incidents module of IMO’s Global Integrated Shipping Information System (GISIS)
Courtesy: Bryant’s Maritime Blog
UK Marine Accident Investigation Branch (MAIB) annual casualty and incident report
The UK Marine Accident Investigation Branch (MAIB) has issued its annual casualty and incident report, providing information on what kept the branch busy during 2014.
The report notes that in 2014, 1,270 accidents (casualties and incidents) were reported to MAIB involving 1,470 vessels. Of those, 33 accident involved only non-commercial vessels, 424 were occupational accidents that did not involve any actual or potential casualty to a vessel.
There were also 822 accident involving 953 commercial vessels that involved actual or potential casualties to vessels.
In the Chief Inspector’s Report, Chief Inspector of Marine Accidents Steve Clinch said that 31 investigations were started and 33 investigation reports were published, as well as two Safety Digests and three Safety Bulletins.
Clinch noted that for the fifth straight year, no UK merchant vessels of more than 100gt were lost in 2014 and the overall accident rate for such vessels was unchanged from 2013 at 88 per 1,000 vessels. There were also no crew deaths on UK merchant vessels of more than 100gt – the first time this has happened since record-keeping began 50 years ago.
For vessels less than 100gt however, five crew lost their lives – including four fatalities in a single accident when the yacht Cheeki Rafiki suffered a detached keel and capsized in the North Atlantic.
Twelve commercial fishing vessels were lost in 2014 compared with 18 in 2013, below the 10-year average of 19 vessels per year. Eight fishermen also lost their lives in 2014 compared with only four lives lost in 2013. The average number of fishermen who lost their lives over the last 10 years is 8.5, the report said.
In addition, 59 recommendations were issued during 2014 to 63 addressees, with 88.8% being accepted compared with 96.7% in 2013.
In addition to the Chief Inspector of Marine Accident’s report for 2014, the report includes an overview of accidents reported, a summary of investigations started, details of investigation reports published, responses to recommendations issued and marine accident statistics.
The full MAIB Annual Report 2014 report can be found HERE. Courtesy G-Captain.com
Report: “The Impact of Crew Engagement and Organizational Culture in the Workboats and OSV Sectors”
A new independent report due for publication later this month aims to challenge the realities of the safety of workboat and offshore support vessel operations, a sector of the international maritime industry that appears to be unique.
The report, titled The Impact of Crew Engagement and Organizational Culture in the Workboats and OSV Sectors, looks to test regulator assumptions on safety drawn from the wider maritime industry against realities that are specific to the workboat sector.
Despite the inherently risky nature of their work, many workboats are not bound by SOLAS or the International Safety Management (ISM) Code.
A preview of the report shows some startling findings, suggesting that 50% of crews working on OSVs say that safety standards have been compromised because it is difficult to say ‘no’ to clients or senior management. In addition, nearly 80% appear to accept that commercial pressures could influence safe working practices. The report also draws on Port State Control (PSC) data to note that 27% of OSV deficiencies relate to certification and documentation shortcomings.
“In an ideal world, regulators could take on a greater role in sharing best practices across the industries they regulate, because they see the best and the worst,” says Ron deBruyn, CEO and founder of the ship management software firm Helm Operations, which commissioned the report. “If their job is to ensure safer operations of the vessels they regulate, then why can’t they share what some companies are doing well?”
Detention rates amongst commercial vessels from the Paris MOU and Tokyo MOU actually show OSVs and tugs performing well when compared to cargo ships, says deBruyne. “So they’re already doing a very good job ensuring that they’re operating safely – relative to the industry.”
But safety “doesn’t actually have a finishing line”, he adds. To operate safely should not be thought of in terms of a dollar figure, because an incident can be very costly for an organization based on injuries and damage of reputation.
“The report seems to show that safety statistics are so highly valued by operators now that there may be pressure not to report an incident. If incidents aren’t being reported then the safety statistics cannot be realistic, and it is possible that safety is not as good in reality as the statistics would suggest,” deBruyne says.
While most companies do a good job of promoting safety in their organizations, deBruyne believes many crew members feel that they cannot be forthcoming in identifying an issue for fear of reprisals, which generally take the form of loss of work for them personally. “Lack of empowerment is still something our industry needs to come to grips with,” he says.
This view is supported by the report’s finding that, even though 84% of respondents felt backed up by management when reporting a safety issue, almost half acknowledged that safety standards have been compromised due to the difficulty to say ‘no’ to clients or senior management.
“There’s disconnect there,” deBruyne says. “The same disconnect appears in the fact that nearly 100% of respondents felt they had undergone adequate training to do their job safely, but 34% said their company needed to offer additional training specific to operational duties and certain technical items of equipment.”
The Impact of Crew Engagement and Organizational Culture on Maritime Safety in the Workboats and OSV Sectors will be available on September 24th to coincide with World Maritime Day. Courtesy G-Captain.com
Concentrated Inspection Campaign on enclosed space entry
The Paris MOU issued a press release [located at https://www.parismou.org/launch-joint-concentrated-inspection-campaign-crew-familiarization-enclosed-space-entry] stating that the joint Paris MOU and Tokyo MOU Concentrated Inspection Campaign (CIC) for 1 September through 30 November 2015 will focus on crew familiarization for enclosed space entry. (7/27/15). Courtesy: Bryant’s Maritime Blog
AN ISSUE AT SEA AND ON SHORE
It does not come into effect until July 1, 2016, but the World Shipping Council and other organizations are reminding shippers that mandatory amendments to the International Convention for the Safety of Life at Sea (SOLAS) will require, regardless of who packed their container, to verify and provide the container’s gross verified weight to the ocean carrier and port terminal representative prior to it being loaded onto a ship. The vessel and terminal operator are “required to use verified container weights in vessel stowage plans and are prohibited from loading a packed container aboard a vessel for export if the container does not have a verified container weight,” said Peregrine Storrs-Fox, risk management director at insurer TT Club. While the requirement for container weighing is contained in international maritime legislation adopted by the UN’s International Maritime Organization, Storrs-Fox said “accurate gross mass needs to be determined at the point that the container packing is completed, prior to the first part of the journey starting,” adding that “the probability of incidents and injury is far greater on land, albeit that the potential impact arising from a containership incident is significant.” He said “accuracy and simplicity of weighing early in or prior to commencing the movement may be a challenge” and weighing equipment will need to be “‘calibrated and certified’ in the particular jurisdiction in which it is used.” While weights and measures regulations will generally already exist, there is currently no single international standard for accuracy of measurement, which raises the specter that there will – at least for the time being – not be consistency,” Storrs-Fox said. He mentioned that due to the additional safety benefits inherent in systems that measure how a load is balanced, “TT Club is interested in the development of those that are based around the corner fittings of containers. There are spreader-based twistlock load-sensing technologies already successfully deployed that achieve both weight and eccentricity measurement, and can be implemented at any point the container is lifted, for example at a railhead as well as the port.” TT Club also noted here might be an implication that contractors consider related regulations such as whether a container is loaded properly under the specification on the CSC plate–the metal plate affixed to containers that gives the maximum loading capacity, or whether a container is overloaded for the entirety of its surface transportation. Instead of weighing a loaded container, shippers do have the option of calculating the weight—if a container is loaded with 1,000 cartons, the weight of the individual boxes can be taken and summed. But IMO stipulates this method is “inappropriate and impractical” for some cargoes, such as scrap metal, non-bagged grain and other bulk cargoes including those products moving in flexitanks or ISO tank containers. (American Shipper, August 2015) Courtesy AIMU Weekly Bulletin.
USCG RELEASES BOATING SAFETY APP
The Coast Guard is scheduled to release its first boating safety App as the kickoff to this year’s National Safe Boating Week. The Boating Safety Mobile app was not designed to replace a boater’s marine VHF radio, which the Coast Guard strongly recommends all boaters have aboard their vessels. The app was mainly designed to provide additional boating safety resources for mobile device users. The app will be available on the Apple and Google Play online stores. Features of the app include: state boating information; a safety equipment checklist; free boating safety check requests; navigation rules; float plans; and calling features to report pollution or suspicious activity. When location services are enabled, users can receive the latest weather reports from the closest National Oceanic and Atmospheric Administration weather buoys as well as report the location of a hazard on the water. The app also features an Emergency Assistance button, which, with locations services enabled, will call the closest Coast Guard command center. he app is self-contained, so personal information is stored on the phone and is not sent to the Coast Guard unless the user chooses to send it. The Coast Guard does not track a user’s location, and the app does not track a user’s location unless the app is being used. The app was developed over a two-year period with BastayaPR, a non-profit organization in Puerto Rico. National Safe Boating Week, which takes place May 16 – 22, is an annual event that encourages all boaters to practice safe boating. For more information on National Safe Boating Week as well as general boating safety information, please visit http://www.safeboatingcampaign.com/ and http://www.safeboatingcouncil.org. (USCG Press Release, 5/16/2015) Courtesy AIMU Weekly Bulletin.
NTSB – launch capsizing of yacht
The National Transportation Safety Board (NTSB) released the report f its investigation of the launch capsizing of the yacht Baaden in Anacortes on May 18, 2014. The newly built yacht was being launched stern first when it capsized upon entering the water. There were no injuries and no pollution, but the yacht was a total constructive loss. Investigation revealed that the probable cause of the casualty was the yacht’s low margin of stability due to the combined effects of a recording error during the final vessel design, which resulted in an incorrect assessment of the vessel’s center of gravity, and an overestimation of the weight of installed ballast. MAB 15-14 [located at http://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1514.pdf] (8/6/15). Courtesy: Bryant’s Maritime Blog
BOATING STATISTICS TREND RIGHT WAY
The U.S. Coast Guard 2014 Recreational Boating Statistics showed the second lowest number of fatalities on record with 610 lives lost. While the trend is going in the right direction, the nonprofit BoatU.S. Foundation for Boating Safety and Clean Water says most of the reported issues involve avoidable scenarios resulting from human error. The top five contributing factors leading to boating accidents are:
• Operator inattention
• Improper lookout
• Operator inexperience
• Excessive speed
• Alcohol use
Alcohol played a part in 21 percent of boating fatalities, making it the leading contributor in fatal boating accidents. Here is a link the USCG website with statistics available for download in PDF format: http://uscgboating.org/statistics/accident_statistics.php (BoatU.S. Magazine, August 2015) Courtesy AIMU Weekly Bulletin.
FOOD SHIPMENTS: HIGH-RISK CARGOES FOR THIEVES
Cargo thieves in the U.S. target food shipments above all other cargoes. Although some shipments aren’t particularly high-value, others such as temperature-controlled pharmaceuticals, seafood, beef and alcohol can be worth hundreds of thousands of dollars. And that’s not the worst of it: Reselling these commodities on the gray market puts consumers at risk if the drugs or food products weren’t maintained at proper temperatures, a likely scenario. According to Freight Watch International, the average value lost per theft increased 36 percent in 2014 over the previous year to $232,924, while shipments of food and beverages were the No. 1 target, accounting for 19 percent of all cargo theft. The areas most prone to theft incidents are truck stops and other unsecured parking areas, while the states with the highest rates of cargo theft are Florida, California, Texas, Georgia and New Jersey. High-value food shipments moving by truck aren’t the only commodities at risk. Low-value shipments of bananas and other perishables moving by ocean container from South America to Europe are popular with drug smugglers, especially those in Venezuela, Colombia and Ecuador. In 2012, eight tons of cocaine valued at about $647 million – one of the biggest heists ever – was seized in a shipment of bananas originating in Ecuador and bound for the Netherlands via Antwerp. Rotterdam overtook Antwerp as the leading European gateway for the illegal global cocaine trade in 2013. Between 25 and 50 percent of the illegal drugs intended for western and central European consumption came through Rotterdam. “Smugglers hid illegal drugs in food and beverage shipments in 58 percent of all drug seizures BSI recorded in Europe in 2013, many of which originated in Ecuador where corrupt customs officers allow drugs to be introduced into consignments,” supply chain intelligence firm BSI said recently. Although sophisticated technology, including sensors and real-time data alerts, give legitimate shippers and government agencies powerful tools to keep cargo safe and secure, GPS jamming devices are among the electronics of choice for smugglers who exploit supply chains to transport illegal drugs, stolen merchandise and similar cargoes. Last October, U.S. Customs and Border Protection together with BSI’s Supply Chain Solutions division issued an alert to raise awareness about the increased use of GPS jamming devices to disrupt supply chains in many countries. Several incidents have been recorded in multiple countries, including Mexico, the U.S., Italy, and most South American countries, in which thieves used GPS jamming devices to hijack cargo trucks. BSI has tracked the use of GPS jammers in every region of the world. The low cost and ease with which GPS jamming devices can be obtained appeal to criminals, the company said. “While these devices have been most commonly used for cargo theft purposes, the ability of a jammer to conceal the location of a shipment demonstrates that these items may be used to carry out any number of illicit activities, including the smuggling of illegal drugs, weapons, stowaways, or other contraband,” BSI said. The increased use of GPS jamming devices demonstrates the constantly evolving tactics of cargo criminals, it said. GPS jammers work by emitting a strong electromagnetic signal that interferes with the connection between GPS satellites and a tracking device placed inside a cargo shipment or attached to a vehicle. Jamming devices, or “jammers,” typically have multiple antennas that emit signals at different frequencies, increasing the chance the jammer will successfully interfere with a tracker placed in a shipment or vehicle. The legality of GPS jamming devices varies depending on the country, although the items are illegal to use in most developed nations, according to BSI. GPS jammers are illegal to market, sell or operate in the U.S., but the U.S. government hasn’t prosecuted any individuals for signal jamming, and it remains to be seen if criminals who use jammers to conduct cargo theft will be charged under anti-jamming laws. (Journal of Commerce, 8/2/2015) Courtesy AIMU Weekly Bulletin.
U.S. CARGO THEFTS DECREASING IN VOLUME, VALUE
FreightWatch International Supply Chain Intelligence Center (FWI SCIC) recorded a total of 178 cargo thefts in the United States during the second quarter of 2015. According to the FWI Q2 2015 U.S. Cargo Theft Report, the average loss value per incident during this time was $189,307, down 25 percent from the first quarter of 2015 and less than 1 percent from the second quarter of 2014. Cargo theft volumes were down 11 percent in the quarter compared to Q1 2015 and 7 percent from Q2 2014. FWI noted in the report that zero thefts of cargo valued at over $1 million had been reported as of publication time, down from two such incidents in Q1 2014 and seven in Q1 2015. The most common incidents during the second quarter continued to involve the theft of Full Truckloads, which accounted for 83 percent of all reported thefts, up from 80 percent the previous quarter. Food and Drinks remained the most stolen product type in the Q2 2015, accounting for 16 percent of total thefts in the U.S. during this time, but still down from 31 percent in Q1 2015. Products that were primarily targeted in this category included produce and canned and dry goods. FWI warned the Food and Drink category shows similar theft patterns to that of pharmaceuticals “in that its overall volume of thefts is dropping while its average loss value is steadily climbing.” “While this trend in Pharmaceuticals is largely due to the decrease in readily obtainable, low security loads as the industry has hardened its supply chain, this trend in Food & Drinks is largely attributable to the rise in theft rates of other, more valuable products,” FWI added. “Simply put, as the availability of low security and high value loads diminishes, organized cargo criminals must broaden their efforts targeting a wider variety of low risk, high reward shipments.” The Electronics and Home and Garden categories each produced 14 percent of the total, making it a tie for the second most stolen product type. Electronics thefts were primarily consisted of the televisions and displays or cell phones and accessories, while Home and Garden was dominated by Appliances, which accounted for 42 percent of the total thefts in the category. Building and Industrial was the third most targeted category with 12 percent of total incidents, followed by Auto and Parts with 9 percent. Geographically speaking, Texas supplanted New Jersey, as the state with the most reported thefts in Q2 2015 with 18 percent of total incidents occurring there. California and Florida came in second with 17 percent of the total each, followed by Georgia, which reported a 27 decrease in theft volume from last quarter. New Jersey returned to its typical fifth place spot in the rankings as theft incidents there fell 60 percent, but were still up 25 percent from Q2 2014. (American Shipper, 8/5/2015) Courtesy AIMU Weekly Bulletin.
NTSB Marine Accident Brief of New Build Capsizing at Launch
The National Transportation Safety Board (NTSB) released the report of its investigation of the launch capsizing of the yacht Baaden in Anacortes on May 18, 2014. The newly built yacht was being launched stern first when it capsized upon entering the water. There were no injuries and no pollution, but the yacht was a total constructive loss. Investigation revealed that the probable cause of the casualty was the yacht’s low margin of stability due to the combined effects of a recording error during the final vessel design, which resulted in an incorrect assessment of the vessel’s center of gravity, and an overestimation of the weight of installed ballast. MAB 15-14 [located at http://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1514.pdf] Courtesy AIMU Weekly Bulletin.
Pollution responders need qualified boat operators, Coast Guard warns
By Kirk Moore
Pollution responders on the lower Mississippi River had a near-fatal emergency of their own, when two spill response vessels recently collided at a combined speed of nearly 70 mph. The accident seriously injured 15 workers, and prompted the Coast Guard to issue a safety alert saying the industry needs to employ “knowledgeable operators with appropriate seamanship skills” to run their boats.
The accident happened in the dark of evening, when 30’ vessel was northbound on the river with its operator and 17 people from spill response groups on board. The operator was not licensed, nor familiar with the Inland Rules of the Road, according to a narrative of the case from the Coast Guard Inspections and Compliance Directorate in Washington, D.C. More details of the incident were not immediately available from the Coast Guard Eighth District office in New Orleans.
Heading southbound was a 36’ spill response boat, this one with a licensed operator at the helm and another worker on board. But neither operator was using their radar or had a posted lookout, and witnesses told investigators the southbound vessel did not have its bow lights on.
“As the vessels approached each other, the southbound vessel operator noticed the red bow light of an oncoming vessel, and turned towards starboard in accordance with the Rules of the Road, while the northbound vessel saw just a black silhouette and turned towards port,” according to the Coast Guard report. “A few moments later, the vessels collided as the northbound vessel’s starboard bow corner struck the southbound vessel’s square front bow.”
The impact left those on board with multiple head, neck and back injuries that required on-scene triage by emergency medical personnel and transport to local hospitals. Had the angle of impact been different, there very likely would have been deaths, investigators reported.
“As a result of this casualty the Coast Guard strongly recommends that all pollution response companies and other industries that operate special purpose vessels without licensed or credential mariners do the following,” the paper concludes:
“Develop policies and hiring prerequisites that require all boat operators to attend a formal boating safety course which includes basic Inland Rules of the Road.
“Critically examine boat operations to determine if sufficient attention has been given to the safety of company employees and other personnel who are transported or work onboard their vessels.” Courtesy http://www.workboat.com/
courtesy Ted Crosby, NAMS-CMS
And my company won’t pay,
The other underwriters come
To shake my hand and say,
“You’ve been cheated, you’ve been swindled,
You’ve been treated very badly.
If you’d given us the business
We’d have settled with you gladly.”
But here’s a strange coincidence
When he is on the pan,
I have difficulty finding
My own insurance man.
He’s always out. And I have learned
Through telepathic science
That he’s busy sympathizing
With the other fellows’ clients.”
The Street And The Sea
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