Gregory B. Weeter
Steven P. Weiss, President
Gregon Gant, Vice-President
Ian D. Cairns, Secretary
John Venneman, Treasurer
Immediate Past President
Richard L. Frenzel
In This Issue
You are viewing the website version of the NAMSGlobal eNews.
Dear NAMSGlobal and all other readers;
September is always a bit scary in the Gulf. It is peak season for the wind. This year so far has been light on landfall and we hope to keep it that way.
The NAMSGlobal fall Board of Directors meeting has been moved to Houston due to the high cost in New Orleans at the dates chosen. It will be near Houston Hobby Airport. Full details are inside. I encourage any local members to come out and encourage the BOD to be in attendance. I will also address questions on the IAMWS progress.
Welcome to all of the new CMS and CMWS members of NAMSGlobal and IAMWS. Let’s all make a point to talk up these great organizations and keep the growth going with the properly qualified individuals. I am pleased to see the recruiting and development of new members is picking up and we are beginning to grow again. As I have pointed out, the demographics of our organization need to shift for longevity of the organization. This will be a large topic in Houston and we will be setting some goals.
It is imperative that we make the application and screening process efficient and as quick as possible. Our goal should be 60 days or less from receipt of a proper application.
NAMSGlobal and IAMWS are actively exploring options for online testing and if any of you know of a possible good source, please let Mike Beijar or I know. Mike in conjunction with the marketing committee is also doing some work on the website. Any input is welcome. We are looking for a copy writer to update the verbiage on the website. Please let one of us know if you are interested.
Updates on upcoming events:
Houston Marine Insurance Seminar is September 29 to October 1, 2013 at the Westin Galleria in Houston. John Quarrington (IAMWS-CMWS) and I will be presenting the IAMWS to the seminar and the industry. This seminar is worth up to 10 CE credits for a $450 fee. Included are two cocktail parties and lunch on Monday. http://www.houstonmarineseminar.com/
It will be April in Norfolk, VA. Please review Greg and Reggie Gant’s comments in an upcoming newsletter.
Biennial National Elections:
Every two years the President and the National Vice President stand for election or reelection. Fall 2013 will be the next election cycle with the President and Vice President sworn in at the spring meeting. If you are interested in running, please contact Dick Frenzel or the NAMSGlobal office. We look forward to receiving volunteers to lead the organization forward. So far we have one for the President and one for Vice President.
Please review the entire NAMSGlobal news. The next several months are a frenzy of opportunities to earn CE credits from a variety of options. If you have other events or NAMSGlobal meetings, please let Mike Beijar, Greg Weeter or Evie know.
Please let me know if you have any questions and or comments.
Steven P. Weiss, NAMS-CMS
NAMSGlobal Fall 2013 Board Of Directors Meeting
The NAMSGlobal BoD meeting is 26 October 2013 (Saturday). The venue is the Doubletree by Hilton, 8181 Airport Blvd, Houston, TX. This is directly across from the Houston Hobby Airport. Shuttle service is 24/7 every 15 minutes.
The NAMS group rate is $99 plus 17% tax. The rate includes internet, parking & one buffet breakfast daily. The cutoff date is 11 October 2013 after which rooms will be released. Registrations after that date are space available.
For reservations, call Tara Taylor, reservations manager, 713.289.3630, Monday – Friday, 0830 – 1630 CST. A reservations website will be posted soon. Remember to ask for your Hilton Honor Credit.
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
|Name||Status & Discipline||Region||Sponsor(s)|
|Ian T. Bahn||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Philip N. Carney||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Hugo W. Carver||Apprentice & Y&SC||S Pacific States||Leroy Lester|
|Anthony G. Flynn||IAMWS-CMS & Marine Warranty||W Gulf||Briant Happ|
|Robert Hamel||NAMS-CMS & Y&SC||E Canada||Jamie Theriault|
|James S. Harlock||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Trond Reinertsen||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Bhavjit Singh||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Jatinder Singh||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|Lee Wayer||IAMWS-CMS & Marine Warranty||W Gulf||Doug Devoy|
|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.
|Ernest Glover, NAMS-CMS, Retired||Excerpt from his obituary in the Rockport Texas newspaper: Mr. Glover’s “post-war period started with a renewal of interest in sailboats and using his talents as an artist and experience as a sailor. That ended with completion of a course of study in Naval Architecture at the Westlawn Institute of Marine Technology. In time he became a Certified Marine Surveyor and a member of NAMS and SNAME. Employment with Matthew Daniels Company in Houston, Texas led to many worldwide assignments in the offshore oil drilling business. Particular assignments could involve certifying drilling platforms and other large marine equipment as insurable before movement could start, to managing damage control after a casualty occurred. Once it involved riding an offshore drilling platform around Cape Horn.The final chapter of his career involved being President of E. M. GLOVER ASSOCIATES, INC, Marine Consultants and Surveyors, Rockport/Fulton, Texas, USA. In addition to oil related operations, they had the knowledge and skills to move complete ships loaded on the deck of ocean going dry-dock ships. They moved de-commissioned ships for the U. S. Government and the British Navy.A Remembrance from Guy Matthews: Ernie Glover, our lifetime friend and respected colleague passed to his final peaceful harbor on August 18, 2013 at the age of 86 as the result of a stroke. He was a long time resident of Fulton, Texas and was an authority on South Texas nautical history and vessel design.Ernie was not only a highly respected marine surveyor and long time NAMS member. He was a loyal and helpful friend to his associates. In addition to his surveying competence, he was an outstanding sailor, nautical artist, gourmet, and was the authority figure, to whom his fellow surveyors, engineers and associates went to in order to resolve technical or nautical questions. Ernie was among a group of South Texas boatmen who migrated to Houston in the early days of the development of the offshore oilfield. (The boatmen included now passed NAMS members, Johnnie Kingston and Jack Davenport.)
He worked for many years for Matthews-Daniel Company on jobs throughout all of the Free World. Ernie was the resident authority on risky or difficult offshore tows. After his years with Matthews-Daniel, Ernie established an office base in Rockport, Texas from which he worked successfully for many years.
The stories abound about people who have asked Ernie for directions to a specific location and having him whip out a pen and draw a map with directions, the map becoming a work of art. We will miss you Ernie and hope the Lord will have a menu worthy of your tastes.
ABYC 2013 Course Calendar
For the latest information on ABYC’s 2013 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 Online Education
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.
SUNY Maritime College
SUNY Maritime College is offering the online courses listed below. All four courses are offered entirely online. Classes: Typical costs for 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.
Upcoming class schedule:
- Cargo: 10/4/2013 to 11/15/2013
- Hull: 11/18/2013 to 12/23/2013
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.
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 schedule for the 2013 is available at http://www.houstonmarine.com/.
Maritime Training Academy (MTA)
The MTA Diploma in Ship Building and Ship Repair commences April 1st and offers flexible enrollment. This course is the ONLY distance learning diploma in the world covering this topic. If you would like to join this course or 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/
9 – 12 September 2013 Arlington VA
National Maritime Salvage Conference & Expo Training Seminar at the Key Bridge Marriott
Managing Expectations, Exchange ideas, expand your knowledge, and debate with maritime experts during an important three-day event for the salvage and marine firefighting community. Scheduled for, the National Maritime Salvage Conference & Expo is jointly produced by the American Salvage Association and Marine Log. Day three of the conference will consist of a seminar on expectations by discrete stakeholders in a salvage response operation, as well as a tabletop training exercise. For more information & registration, click here.
11 September 2013 Dartford, United Kingdom
Entry into Enclosed Spaces Seminar. Martin Fothergill has sent in details of this Nautical Institute event. Entry into Enclosed Spaces: a day of Education, Awareness and Training
Date: 09:00AM – 17:00PM, 11 September 2013 Location: North West Kent College, Suscon Campus, SusCon Brunel Way, The Bridge, Dartford DA1 5FW
More people die or are injured in enclosed spaces than through any other related onboard work activity – this despite numerous guidelines, safety regimes, operational procedures manuals and assurance surveys. The Nautical Institute will take advantage of the opportunity presented by the inaugural London International Shipping Week to be held from 9 to 13 September to highlight the issues around enclosed space incidents.
Reports of enclosed spaces incidents are freely available in the database of the Institute’s Mariners’ Alerting and Reporting Scheme (MARS). Type enclosed spaces into the keyword box. http://www.nautinst.org/en/forums/mars/search-all-mars-reports.cfm
Courtesy Maritime Advocate Online
21 September 2013 Everett, Washington NAMS North Pacific Regional Seminar Session
0800 to 1700 hours
1032 West Marine Drive
Please RSVP before September 1
Educational Seminar Day, 6 Continuing Education Credits, Details at the NAMSGlobal Website.
25 – 27 September 2013 Dublin, Ireland
An International Marine Claims Conference. For more information see www.marineclaimsconference.com
27 September 2013 New York City, NY
180 Maiden Lane – 2nd floor, Auditorium, Continental breakfast: 8:00 – 8:45 AM, 8:45AM – 3:00PM ET
|Association||Topic & Presenter|
|American Institute of Marine Underwriters||Dock & Pier Construction – Panel consisting of AIMU Technical Services Committee members Kord Spielmann, Andrew Kinsey, and Claudio Crivici|
|Marine Claims & Recovery Forum||Transportation of Perishables – Fresh Produce: Tiina Ruhlandt Medel, EIMC|
|American Marine Insurance Forum||Stock Throughput Policies – How to Make Them Work for You – The Underwriters and Brokers Perspective – Virginia Cameron, XL Specialty Ins. Co.; Joseph Sheridan, Lockton Co.|
|Association of Average Adjusters of the US||Liquefying Bulk Cargoes and Lessons Learned – William Moore, Dr. Eng., American Club|
|Marine and Insurance Claims Association (MICA)||Reinsurance Outlook: Markets, Models, and Myopia – Justin Gardiner, Willis Re|
|Inland Marine Underwriters Association||Catastrophe Management and Sandy Lessons Learned – AIMU Cargo Loss Prevention Services Committee led by Peter Scrobe, Starr Companies|
To register online, please go to http://www.aimu.org/AIMUStoreMarineInsDay.html
2 – 4 October 2013 Cleveland, OH
ME208: Marine Survey: Join ASA for ME208 where presenter, Norman Laskay, ASA will give students an insider’s perspective on the marine industry and will teach students how marine surveyors and appraisers function in the field.
ME208 is designed for the non-marine professional such as appraisers, lenders and attorneys. This course will provide a foundation for how vessels are surveyed and appraised. Marine professionals who want to learn more about internationally accepted methods of marine appraisal for both yachts and commercial will benefit greatly from this course.
9 – 11 October 2013 New Orleans Workboat Show
For more information, go to their website workboatshow.com
24 October 2013 Ft. Lauderdale Florida
31 October – 2 November 2013 Fort Schuyler, NY
MARAD – Women on the Water Conference: The Maritime Administration (MARAD) is sponsoring the sixth annual Women on the Water (WOW) conference, being held at the SUNY Maritime College. The conference promotes diversity in the maritime industry and brings together everyone from cadets/midshipmen from the maritime academies to seasoned professionals. Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting email@example.com Website http://brymar-consulting.com © Dennis L. Bryant
6 – 8 November 6-8, 2013 Bellevue, WA
SNAME will be holding its 2013 Annual Meeting and Conference. http://www.sname.org/SharedCalendar/Home/
11 – 12 February 2014 Ft. Lauderdale, Florida
Knox Marine Consultants’ 21st Annual Knox Marine Yacht Claims Conference
For more conference information, including group rates, contact Steve Knox at firstname.lastname@example.org or call Knox Marine at 804.222.5627
6 – 8 April 2014 Norfolk, Virginia
NAMSGlobal 52nd Annual National Marine Conference
Norfolk Waterside Marriott , 235 E Main Street, Norfolk, VA 23510
Room rate: $107, plus 14% state tax, + $2.00 Occupancy tax
Reservations: 757 627.4200 or 800 228.9290
Visit the NAMSGlobal website (http://www.namsglobal.org) regularly for updated information.
Marine Surveyors – All Disciplines
American Bureau of Shipping (ABS) is currently looking for a variety of Marine Surveyors from all disciplines primarily servicing our Gulf Port locations with future nationwide opportunities. Candidates can have experience with all stages of construction and inspection of all size vessels. Everyone is encouraged to apply as we are in high demand of individuals with marine experience. Please send resumes to email@example.com and someone will contact you for a further conversation. Most positions are contract to hire with some full time opportunities and in search of immediate assistance.
Tyler Carpenter, HR Remedy, LLC
8701 New Trails Drive, Suite 115
The Woodlands, TX 77381
Accident Investigations Thwarted
Another fire on a containership will have given fresh impetus to demands for answers, but waiting for the metaphorical smoke to clear could take a long time. Accident investigators hoping to discover the cause of the blaze on the Liberian-flag Hansa Brandenburg, abandoned by its crew after a fire is reported to have broken out in a container on deck, may have to wait until salvors have completed their work and the ship is allowed into a port.
A full report into a similar incident in July last year on the German-flag MSC Flaminia is still awaited. In an interim report last month Germany’s Federal Bureau of Maritime Casualty Investigation (BSU) said it had been forced to suspend the publication date of the full report, partly because the prolonged search for a European country prepared to accept the under-tow, disabled vessel meant its investigators could not begin work in earnest until two months after the incident.
The latest incident occurred in the Indian Ocean shortly after MSC Flaminia had been cleared to enter dry-dock for repairs to the damage caused by the fire that started in containers and by the subsequent explosion when the ship was crossing the Atlantic. Two of the crew died from severe burns, while a third has been presumed dead. Two others sustained serious injuries.
The BSU said it had been examining the fire, the crisis management on the ship and the salvage operations, but it added it had also made a “critical evaluation” of the time between the incident itself and the eventual decision by German authorities to allow the containership to dock in Wilhelmshaven.
Answers to why another containership – MOL Comfort – split in two and sank may also be delayed, following the loss of both fore and aft sections which are now lying on the bottom of the Indian Ocean. The ship’s classification society has, however, promised preliminary results of its investigation will be available by September, while the Bahamas, as the flag state, is carrying out its own inquiry.
Even as MOL Comfort was splitting in two last month British accident investigators were revealing how they had been frustrated in their attempts to find out why two containerships – the UK-flag Hyundai Discovery and the Panamanian-flag ACX Hibiscus – collided in December 2011. The UK’s Marine Accident Investigation Branch (MAIB) in its report into the incident, which occurred when heavy rain had reduced visibility in the eastern approaches to the Singapore Strait, said it had been denied access to “primary evidence” from ACX Hibiscus and that pressure had been put on the Panamanian authorities not to release “critical evidence”, including that from the ship’s Voyage Data Recorder, to the MAIB.
The British investigators said as a result of being deprived of key information by the “obstructive behaviour” of the owners of ACX Hibiscus, their report could not deal with the “underlying causes of the accident”. This, they added, was despite the fact Panama had agreed to the MAIB taking the lead in a joint investigation. Industry organisations have also expressed their frustration at the failure of many flag states to make public casualty investigation reports whose findings could help prevent similar incidents occurring. INTERCARGO, the dry cargo owners’ trade association, recently revealed the results of its attempt to access reports on the database maintained by the International Maritime Organization (IMO). Concerned by the high loss rate of bulk carriers and, in particular, those involving the carriage of nickel ore, INTERCARGO searched the Global Integrated Shipping Information System (GISIS) for serious incidents involving both loss of life and vessel in the period 2008-11.
The association found that the majority of cases on the GISIS “marine casualties and incidents module” were either unaccompanied by flag state investigation reports or, if they were, the reports were unavailable for download. (Three reports by Panama into separate incidents involving nickel ore were, in fact, submitted simultaneously to GISIS and made available for download shortly before INTERCARGO revealed its findings.) A similar problem will confront anyone searching GISIS for reports of serious containership incidents. For three of the most serious and well-known incidents involving cargo-related fires – the Antigua-and-Barbudan-flag CMA Djakarta in 1997, the Liberian-flag Hanjin Pennsylvania (2002) and the Panamanian-flag Hyundai Fortune (2006) – no flag state investigation reports are available on GISIS.
Even when an investigation report has been entered on the database, for it to be available for download, according to the GISIS website, it has to have been released to the public by the flag state, but this is not always the case. Two other well-known containership incidents (both in 2007) – the Hong Kong-flag Cosco Busan and the UK-flag MSC GISIS, both can be downloaded from the respective websites, www.mardep.gov.hk and www.maib.gov.uk
Flag states not only face demands to make investigation reports public but to do so as quickly as possible. The complexity of some serious incidents, however, can limit the ability of often under-resourced investigators to produce reports as fast as some might like. As the frustrated German investigators pointed out, one of the problems they faced in dealing with the complex issues raised by the MSC Flaminia incident was their “limited personnel resources”.
The two-month delay, the incident’s complexity and lack of manpower meant they would have been unable to meet the European Union’s target of producing a final report for very serious or serious casualties within 12 months without “serious losses [to] the conclusions and safety recommendations”, hence last month’s interim report. The full MAIB report into the containership collision also failed to meet the EU’s12-month deadline, although whether this was entirely due to the lack of co-operation it encountered is not clear. It too was forced to publish an interim report in December last year. Without the lessons that accident investigation reports can provide, the higher the risk that containerships will continue to burn and bulk carriers to sink and more lives to be lost. Source: BIMCO Courtesy Daily Collections of Maritime Press Clippings
Enclosed Spaces: Promoting Education, Awareness And Training
More people die or are injured in enclosed spaces than through any other related onboard work activity – this despite numerous guidelines, safety regimes, operational procedures manuals and assurance surveys.
The Nautical Institute will take advantage of the opportunity presented by the inaugural London International Shipping Week to be held from 9 to 13 September to highlight the issues around enclosed space incidents.
As part of the London event, the Institute’s London Branch is to hold a day of education, awareness and training in conjunction with Mines Rescue Marine at North West Kent College, SusCon Campus, on 11 September. This follows a well-attended seminar held by the North of Scotland Branch for the offshore industry last year, as reported in the November 2012 issue of the Institute’s magazine Seaways.
The Nautical Institute continues to be at the forefront of addressing the issue at the IMO and has been leading the call for the mandatory carriage of oxygen meters onboard all vessels. Mandatory entry and rescue exercises onboard vessels will soon be added to SOLAS. In addition to its input to IMO, the Institute will continue to use the full range of its activities (including publications, seminars and web forums) to eradicate the needless deaths and injuries arising from entry into enclosed spaces.
Disseminating best practice is central to the Institute’s work and the day will include a practical demonstration of the training procedures required and training for personnel who may have to rescue a colleague from an enclosed space.
Establishing set drills and procedures for entry into enclosed spaces is not enough to bring about the culture change in everyday work practice that is needed. It has to be second nature for everyone to stop, think and act safely.
means workers must be properly trained in the risks of confined spaces and the employer must demonstrate due diligence and safety leadership when planning and assigning tasks.
Writing in this month’s issue of the Institute’s publication Seaways, Michael Lloyd FNI, Marine Adviser at Mines Rescue Marine, emphasised the need for a culture change in everyday work practice at all levels. “Perhaps placing a safety poster in the boardroom as well as on the ships, and organising a visit to a double bottom space by the Chief Executive would have more effect on dealing with this problem, and help establish a safety culture in the marine industry rather than the existing legislative culture.”
In his opening remarks as chairman of the North of Scotland Branch seminar, Captain Robbie Middleton FNI commented that “it is usually during casual maintenance and repair that our eye may come off the ball and produce a danger scenario.” He went on to quote the summing up made by a judge in a recent offshore platform fatality: “all of the available pieces of the safety jigsaw were available to personnel but no-one stopped to put the pieces together.”
For more information please contact Harry Gale FNI, Technical Manager, The Nautical Institute +44 (0)20 7928 1351, firstname.lastname@example.org. Or register online at http://nilbenclosedspaces2013.eventbrite.co.uk/
Reports of enclosed spaces incidents are freely available in the database of the Institute’s Mariners’ Alerting and Reporting Scheme (MARS) at http://www.nautinst.org/en/forums/mars/search-all-mars-reports.cfm. Type enclosed spaces into the keyword box. Courtesy Daily Collection Of Maritime Press Clippings
Reefer Cargo Damage Claims
North P&I Club launches campaign to highlight issues relating to carriage of reefer containers:
‘A’ rated 170 million GT North P&I Club has launched a campaign to help its members reduce their growing exposure to cargo damage claims when carrying refrigerated or ‘reefer’ containers.
The increasing global demand for imported fresh produce – ranging from fish, flowers and fruit to vaccines and vegetables – has led to record levels in the reefer container trade. In addition, modern trading terms have extended the traditional period for which carriers are responsible for such containers.
According to North’s head of loss prevention Tony Baker, ‘To ensure reefer container cargoes – particularly living organic products – reach their final destination in perfect order, the correct conditions need to be maintained throughout the ‘cold chain’, from harvest to sea transit to point of sale. ‘However, increased use of combined and multimodal bills of lading are extending carriers’ responsibility and liability, which was traditionally limited to the sea passage link of the cold chain, to include the time when reefer containers leave the shipper up to when they are delivered to the consignee. This could include road haulage and periods of time being stored at container terminals, all of which are critical links in the cold chain,’ he says.
Following a review of reefer container cargo damage claims, North has identified that a significant proportion are caused either by prolonged periods of time off-power – including at terminals, shipper and consignee premises and during road, rail and sea transit – or due to malfunctioning of the refrigeration unit and its control system and sensors, including the controlled atmosphere unit.
Other events that could lead to temperature deviations within reefer containers include improper stowage affecting airflow, stuffing of warm cargo, heat generated by premature ripening of the cargo and incorrectly set parameters, says the club.
North has highlighted the issue to members in the latest issue of its loss prevention newsletter Signals. It has also published more comprehensive guidance in a loss prevention briefing entitled Refrigerated Containers and a new quick reference ‘hot spots’ sheet entitled The Cold Chain. ‘The two new publications include loss prevention advice to help ensure reefer container cargoes are properly cared for at all stages of the cold chain, in particular to prevent damage caused by prolonged periods of time off-power or by a breakdown of the reefer machinery,’ says Baker. ‘They also aim to raise awareness of the need to understand the cargoes being transported and ensure that carriage instructions are suitable, as well as to assist in defending any subsequent claims for reported damage.’
All documents are available from free download from the club’s website at www.nepia.com. Source: North P&I Courtesy Daily Collection of Maritime Press Clippings
USCG – Temporary CODs For Recreational Vessels
The US Coast Guard National Vessel Documentation Center (NVDC) issued a statement to the effect that, until further notice and to provide some relief to owners of US recreational vessels caused by the large backlog of processing of initial Certificates of Documentation (CODs) and the reissue/exchange of the COD, the NVDC will be issuing temporary CODs. The temporary CODs will have a maximum validity of one year. (7/8/13). Courtesy: Bryant’s Maritime Blog
USCG – Seagoing Barges
The US Coast Guard promulgated a rule revising several inspection and certification regulations to align them with the statutory definition of “seagoing barge” and with the statutory exemption from inspection and certification requirements for certain seagoing barges. The revisions come into effect on 30 September. 78 Fed. Reg. 53285 (August 29, 2013). Courtesy: Bryant’s Maritime Blog
NTSB – Capsizing Of Drydock And Towing Vessel
The National Transportation Safety Board (NTSB) issued the report of its investigation into the capsizing and sinking of a drydock and towing vessel in Everett, Washington on 18 March 2012. The floating drydock (in which the towing vessel was cradled) took on water and capsized after water leaked past the check valve leading to one of the ballast tanks. Debris in the check valve prevented it from closing. The probable cause of the incident was lack of operational oversight in ensuring that the discharge valves were fully closed after use and failure to continuously monitor the condition of the dry dock. Courtesy: Bryant’s Maritime Blog. Publisher note: The accident brief may be viewed here.
Big ships have dominated the shipping news this year. But the container shipping industry is also thinking about the future of small ships. The classification society Germanisher Lloyd (GL) recently wrote about expected demand for small ships, focusing on the intra-Asian trade where it expects volume to grow from 57 million TEUs last year to 75 million TEUs in 2016.
GL has created a new design for a 3,736-TEU ship, C-Dragon, that it says is aimed at optimizing efficiency for regional carriers. An economic analysis found that compared to a 4,250-TEU Panamax ship cascaded into Asia as a feeder, the new design “compares favorably with competitive older tonnage”. With faster port turnarounds, the C-Dragon could spend more if its operating hours at sea, but burn 30-percent less fuel because of an optimized hull design, GL said. Don’t be surprised of carriers begin to place more orders for small ships, as well as for the giants that are already dominating headlines. (American Shipper, July 2013) Courtesy AIMU Weekly Bulletin
Check Your Pilot Ladders
The UK Maritime Pilots note that during a recent pilot disembarkation from a dry cargo vessel, both ropes on the pilot ladder parted simultaneously causing the pilot to fall approximately 2.0 meters to the deck of the pilot launch.
The pilot was incredibly fortunate that he only sustained injuries to his ankle, and that he was not killed or more seriously injured in the fall. Transferring pilots is a hazardous operation and pilots make every effort on their part to minimize their personal risk when transferring to and from a ship, however the ladder they use to scale up and down the vertical side of a ship is something they must trust the ship operator to maintain, or in the case of a 2011 incident involving a US naval warship, rig up properly.
In their safety alert dated 11 June, the UK Pilots make the following recommendations:
- Prior to using a pilot ladder confirm with the vessel’s Master that the pilot ladder is safe to use and complies with all International Regulations.
- Pilots and Deckhands should visually inspect a pilot ladder for any obvious defects prior to its use.
- Pilot ladders are made of natural fibre rope and wood. Such materials can be subject to degradation from chemicals and cargoes which may impair the strength of the ladder and make them unsafe. Pilots and launch crew should be aware of this as part of their visual inspection.
- If there is any suspicion that a pilot ladder is unsafe – DO NOT USE.
- Defective ladders must be reported
Courtesy Maritime Clipping News
Falling From Height Fatal Accident Inside Cargo Hold During Cleaning
A sailor, while working on board a Hong Kong registered ship, fell at a height of about three metres into the cargo hold during hold cleaning operation. He sustained serious injury and died later in the hospital. The Hong Kong Marine Department issued Information Note regarding this accident in order to draw the attention of the ship owners, ship managers, ship operators, masters, officers and crew on the lessons learnt in the accident.
The Incident: The accident happened on board a Hong Kong registered general cargo ship while the crew were carrying cargo holds cleaning while the vessel was at berth. In the process of cleaning a cargo hold, a sailor climbed up a ladder to a height of about three metres above the tank top of the cargo hold. While he was trying to secure his lifeline to the metal ring on the bulkhead that was about one meter away, he fell down from the ladder as he performed this action. The sailor was sent to the hospital for medical treatment and subsequently passed away.
The Cause: The investigation revealed that the main contributory factor to the accident was related to the working attitude and safety awareness of the sailor. The sailor should stop working under unsafe condition. He should only resume his action after the ladder was relocated closer to the ring and could allow him to secure his lifeline safely without having to reach out extensively to completing this action.
Lesson Learnt: Shipowners, ship managers, ship operators, masters, officers and crew should observe the safe working practice of working at height. Do not take short cuts that may affect their safety while performing their duties. Source: Hong Kong Marine Department.
‘Women At The Helm’ Film Launched By IMO
A new IMO film promoting the role of women in the maritime sector has been launched during a conference on the Development of a Global Strategy for Women Seafarers in Busan, Republic of Korea, from 16 to 19 April 2013. Shipping has historically been a male-dominated industry and that tradition runs long and deep. However, through its global programme on the Integration of Women in the Maritime Sector (IWMS), IMO is making a concerted effort to help the industry move on from that tradition and to help women achieve a representation within it that is more in keeping with twenty-first century expectations. (IMO NEWS, Issue 2, 2013) Courtesy AIMU Weekly Bulletin
Solid Bulk Cargo Loading Guidebook
The UK P&I Club, along with Lloyd’s Register and Intercargo have joined forces to produce a pocket-sized guide and checklist for ship officers and agents who arrange solid bulk cargo for loading. “Carrying solid bulk cargo safely: Guidance for crews on the International Solid Bulk Cargoes Code” outlines the steps to be taken before accepting these commodities for shipment; sets out procedures for safe loading and carriage and details the primary hazards associated with different types of cargo.
When certain cargos shift or liquefy (Group A) as a consequence of poor loading procedures it can lead to a vessel losing stability, sustaining severe structural damage or even capsizing. Also cargo with inherent chemical hazards (Group B) can catch fire and result in explosions. The information provided mirrors that available in the International Maritime Solid Bulk Cargoes IMSBC) Code but in a far more manageable form and format.
The referenced 22-page document can be accessed at http://www.ukpandi.com/fileadmin/uploads/uk-pi/LP%20Documents/IMSBC%20Code%20pocket%20guide.pdf
Tamperproof Intermodal Cargo Container
Granite State Manufacturing (GSM) and Tamper Proof Global Systems Corporation (TPGS) recently announced that the U.S. Navy has accepted delivery of the world’s first commercially available tamperproof intermodal cargo container. This container design reportedly is capable of providing absolute cargo security for high value cargo.
The TPGS/GSM container utilizes a proprietary manufacturing process that allows for the easy conversion of an existing intermodal cargo container, lining all 6 surfaces with an advanced electronic textile sensor system that can detect any intrusion event in the container down to 2mm in size and provides real-time data monitoring and alarm capabilities that can integrate with virtually any communications network.
While the TPGS/GSM technology encapsulates the volumetric cargo space with a sensor-filled network that can provide total awareness of the security of the contents of the container, the claim that it will ensure the complete integrity of cargo during transit to its final destination, eliminating theft and tampering threats, is theoretical at this point.
Although we have no idea as to the cost of new manufacturing or retrofitting, we really question its large-scale commercial viability; not to mention the expense related to maintenance and repair as the typical container are prone to handling damage. Also, we have always had a problem with the term “tamperproof.”
IMO’s Revised Guidance on the Management of Spoilt Cargoes
Occasionally during a voyage, cargo may spoil and mariners are faced with the need to manage the problem. This Guidance on managing spoilt cargoes is intended to provide guidance to Governments, shipowners, ship operators, ships’ crew, cargo owners, port reception facility operators, insurance agents and equipment operators.
The ideal way to manage cargo that spoils during a voyage would be to offload it from the ship to be managed on land – either to sell for an alternate use, recycle salvageable materials, or to be disposed of in an environmentally safe manner. Spoilt cargo should only be considered for disposal at sea when there is a marked degree of urgency, facilities on land are unavailable, and it will not cause harm to the environment or human health.
Yamaha Outboard Safety Recall: F4-F70 Models Affected
Yamaha has decided that a possible defect that relates to safety may exist in certain NOA (North American) specification fuel hose connectors (joint ends). In affected outboards an O-ring in the NOA fuel connectors used on F4-F70 motors, NOA fuel hose assemblies, and fuel tanks with the NOA style connectors, manufactured beginning April 1st, 2011, may leak from the fuel connector, either while the outboard is being run or during storage, increasing the risk of fire.
To correct this defect, Yamaha is initiating a Factory Modification Campaign. The connectors and fuel hose assembly on all outboards in the affected range must be replaced. In addition, if a NOA specification portable fuel tank is used, it must also be replaced.
Yamaha is notifying all registered owners of affected outboards by mail. The customer should take a copy of the letter sent by Yamaha along with the affected outboard, fuel hose, and, if applicable, portable fuel tank, to an authorized Yamaha dealer for modification.
Customers should have this modification performed as soon as possible.
World’s Most Dangerous Cargo
The 190-meter bulk carrier which sank off the coast of Hong Kong during Typhoon Utor earlier this week has been reported to have been carrying nickel ore, widely regarded as the world’s most dangerous cargo. The Hong Kong-flagged Trans Summer sank approximately 45 nautical miles southwest of the city after battling 15-meter waves and strong winds generated by Typhoon Utor. The sinking of the Trans Summer, built in just 2012, is typical of a slew of recent casualties involving nickel ore shipments, only this time nobody was killed. The liquefaction of nickel ore cargoes has been cited as the cause of at least four vessel casualties and the loss of 66 seafarers from October 2010 to December of 2011. In all four incidents, it was determined that too much moisture transformed the otherwise sandy ore into an unstable, muddy substance that caused the ships to list and roll over. As a result, INTERCARGO, which represents the interests of more than 160 dry cargo ship owners and operators, has since named nickel ore “the world’s most dangerous cargo” and efforts are underway at the IMO to strengthen the International Maritime Solid Bulk Code (IMSBC), which regulates the loading and transport of bulk cargoes. (www.gcaptain.com, 8/16/2013) Courtesy AIMU Weekly Bulletin
USCG Issues Report On Carnival Splendor Fire
The U.S. Coast Guard has released the final report on the investigation into an earlier event that attracted much unwelcome publicity: the November 8, 2010 Carnival Splendor fire. The report says the fire resulted from a major mechanical failure in the number five diesel generator (DG5).
This casualty was initiated by a hydro lock [hydraulic locking] event which resulted in a bend in the B1 connecting rod of DG5. This condition went undetected and eventually led to a fatigue fracture of the B1 connecting rod on November 8, 2010. The fatigue fracture resulted in a loss of lube oil to the A1 cylinder and the destruction of various components of the shared crankshaft bay. As a result of the fatigue fracture of the B1 connecting rod for DG5, engine components, and fuel and lube oil were ejected from the engine casing and created a pool fire on the deck plates between DG5 and DG6.
This initial fire on the deck plates between DG5 and DG6 did not last very long and was likely extinguished by the Hi-Fog system or burned out on its own. Post-casualty analysis of the event revealed that the installed Hi-Fog system for local protection was activated 15 minutes after the initial fire started. This delay was the result of a bridge watchstander resetting the fire alarm panel on the bridge.
This was a critical error which allowed the fire to spread to the overhead cables and eventually cause the loss of power. While the fire was eventually extinguished, the failure of the installed CO2 system and the poor execution of the firefighting plan contributed to the ineffectiveness of the crew’s firefighting effort.
There were no injuries or fatalities as a result of this marine casualty and the vessel safely reached the port of San Diego, Calif., November 11, 2010. There are five safety recommendations in the report addressed to Carnival, Lloyd’s Register, Panama and the Coast Guard. The recommendations address the conditions onboard the Carnival Splendor that contributed to this casualty, as well as the problems with the CO2 system installation on all Dream class vessels. In addition, the recommendations to the Coast Guard address the need for improved guidance to enhance the conduct and evaluation of fire drills. (Marine Log, 7/16/2013) Courtesy AIMU Weekly Bulletin
Fatal accident leads to design warning
Following a fatal accident involving a 50 m superyacht, the Maritime Authority of the Cayman Islands (MACI) has issued a warning to the sector about bridge designs posing ‘unnecessary risk’.
The accident , in which one person died and another was seriously injured , occurred when the Cayman Islands-flagged Jemasa was mooring at the Yacht Haven Marina in Phuket, Thailand, in February 2009.
The design of the 50 m yacht, built in 2002 by Hakvoort Shipyard in the Netherlands, meant that it was necessary to place the wing engine controls into the full ahead position so that the control station could be closed, as they stood higher than the wing control opening in the deck house when placed in neutral.
Once the controls were placed in the full ahead position, the engines engaged and proceeded to power the yacht up the quay. Although four lines had been secured ashore, the 696gt superyacht broke free when three of the mooring points failed. Eyewitnesses estimated that only a few seconds had elapsed before control was restored, but the master was unable to stop the yacht before the ropes pulled their attachment points from the quayside.
Two bystanders , one a shore worker and the other a 16-year old girl visiting the marina , were struck by flying debris and recoiling ropes. Both were taken to hospital and the girl died of her injuries five days later.
Following an investigation into the incident, the MACI issued a flyer to the superyacht industry highlighting the specific hazards associated with engine controls that cannot be stowed in the neutral position. Following the release of the flyers, the MACI received several unofficial reports of similar incidents occurring on other yachts , although none had resulted in injury or failure of mooring equipment.
The MACI report also revealed that the Jemasa had never been subjected to a risk assessment onboard and the crew had received no training in how to conduct one beyond reference to the Code of Safe Working Practices.
An ‘informal procedure’ had evolved onboard for shutting the wing station on completion of mooring activities. It was the normal practice for the first member of the deck crew who had completed their other duties to close the wing station after verbal confirmation from the master that it was safe and appropriate to do so.
The deckhand mistook eye contact with the master for confirmation that it was safe and appropriate to close the wing station. He checked that a blue light on the console was out, believing this indicated that the control station was no longer live. However, it only referred to the bow thruster control. The engine control was indicated by a yellow light which was still illuminated, but difficult to see in bright daylight.
The MACI concluded that the design of the wing control station ‘introduced an unnecessary risk into mooring and unmooring operations’. The report stated that the failure to follow safety management systems onboard and the crewmember’s lack of familiarity with the system contributed to the accident. It also found that the shoreside mooring equipment lacked sufficient strength to handle the increased mooring loads generated when Jemasa moved ahead.
The report recommended that Wilson Yacht Management provide training in conducting risk assessments to masters and crew onboard managed yachts. The Cayman Islands Shipping Registry was recommended to inspect wing control stations and ensure that safety management systems are fully implemented.
Yacht Haven Marina was recommended to consider exceptional mooring loads associated with emergency situations and introduce measures to restrict access to areas where mooring operations are taking place. Courtesy FLASHLIGHT, e-newsletter circulated to more than 5,000 people involved in marine surveying around the world. It is a collation of articles relevant to our profession from various publications and contributions from readers. Letters, opinions and articles are welcomed. Contact email@example.com
Coast Guard Towing Vessel National Center of Expertise
The US Coast Guard proposes to amend its regulations to require uninspected commercial barges and sailing vessels to carry lifesaving devices even when those vessels are not carrying passengers for hire. The notice of proposed rulemaking (NPRM) can be read and downloaded at: http://www.uscg.mil/TVNCOE/Documents/default/LSNPRM.pdf
Association of Marina Industries (AMI) Releases New Manual For Marinas
The Association of Marina Industries (AMI) has released a new manual for marinas: Best Management Practices for Marina Electrical Safety.
The manual is designed to give marina staff an overview of common marina electrical components, potential hazards and how to identify and correct them, and tools that every facility should have onsite. It also offers suggestions for how to work with customers to ensure their boats are safe.
The manual was drafted with input and information from John Adey at ABYC (American Boat &Yacht Council), Chris Dolan with Eaton Marina Power and Lighting, Mark Stafford at Marinas International and Captain John McDevitt. It includes photographs for easy identification of problems and common testing equipment, and a checklist to encourage regular assessment of electrical systems.
The concept for the manual came after last summer’s electric shock drownings prompted proposed legislation in KY and WV that could have severely impacted how marinas installed and monitored their electric systems – one instance requiring all marinas to replace their current systems to meet the latest codes.
Wendy Larimer who coordinated the writing of the manual commented, “Our feeling was that marinas could keep their facilities safe by regularly monitoring the existing electric and knowing what to look for in potential dangers. New regulation is not the answer to prevent the tragedy of electric shock.”
The manual is available at no cost to AMI and ABYC members and for twenty dollars to non-members. Go to www.marinaassociation.org/publications to order.
USCG Detains Motor Vessel in Longview, WA
The Coast Guard detained the Motor Vessel Great Success, Tuesday, requiring the vessel remain in Longview, Wash., until numerous safety violations are corrected by the ship’s crew.
Port State Control officers from Coast Guard Sector Columbia River’s Marine Safety Unit in Portland, OR., discovered the discrepancies during routine inspections of the 553-foot Hong Kong-flagged vessel in Kalama, Wash., Monday and Longview on Tuesday.
Most safety discrepancies were related to fire danger and included excessive oil and oily water mixture in the bilges, excessive oil in the engine room, and oil-saturated lagging insulation throughout the engine room.
The emergency fire pump was found to be leaking water and flooding the emergency fire pump room.
The condition of the incinerator posed a significant fire hazard and could not be tested safely due to oil-saturated lagging insulation on the incinerator and pooling of oil in the immediate vicinity.
All three generators and the boiler burner had active lube oil leaks, causing pooling of lube oil beneath the equipment.
A fire door within the purifier flat could not be opened from inside the space creating an unsafe egress situation for crewmembers.
No pollution has been reported in connection with Great Success. The Great Success will remain at anchor in Longview until the violations have been corrected. “The purpose of Port State Control detentions is to mitigate and remove safety and environmental hazards,” said Lt. Ben Russell, chief of Port State Control, MSU Portland. “For vessels operating under a foreign flag entering a U.S. port, Port State Control becomes the primary means of marine safety enforcement.”
Great Success crewmembers have been working to correct the violations.
The vessel, owned by Rich Target Shipping LTD, was loaded with grain and scheduled to depart for Japan prior to its detention. For additional information, please contact Petty Officer 3rd Class Nate Littlejohn at 503-861-6132.
See more at: http://www.uscgnews.com/go/doc/4007/1869282/News-Release-Coast-Guard-detains-553-foot-motor-vessel-in-Longview-Wash-#sthash.Z8r97KeB.dpuf Courtesy Bryant’s Maritime Newsletter
Service Advice From Machinery Manufacturers Must Be Seriously Paid Attention To
What happened: In the early hours of 18 May 2012, while transiting the Coral Sea, ID Integrity’s main engine shut down when its fuel pump reversing mechanism came free and jammed. This caused the camshaft to bend and slip in a drive coupling which resulted in the camshaft being out of timing and therefore the engine could not be restarted.
The ship drifted in a westerly direction towards the Australian coast and the Great Barrier Reef. During the afternoon of 19 May, the ship passed over Shark Reef, located about 60 miles east of the Great Barrier Reef Marine Park, without incident. The following day, the ship was taken in tow when it was about 35 miles to the east of the marine park and towed to Cairns for repairs.
What the ATSB found: The ATSB found that the engine manufacturer had identified the need for owners and operators to check the fuel pump reversing mechanism for cracks and secureness and provided this advice in service letters. However, on board ID Integrity, this advice had not been included in the engine manuals or planned maintenance system. As a result, over time and despite regular inspections, the system deteriorated and cracks developed in the mechanism undetected. This led to the failure of a fuel pump reversing link on 18 May. The investigation also found that, once notified, the actions of the various stakeholders were appropriate and the response arrangements were effective.
What’s been done as a result: ID Integrity’s managers have implemented a schedule to inspect all main engines in their fleet and undertake repairs as necessary. Staff from all company ships have been made aware of this incident and it has been included in crew training centre courses.
MAN B&W, the main engine designer, reiterated the need to include all service letter advice in manuals and maintenance systems. They also advised that service letters and updated manuals are always available on request through the website www.mandieselturbo.com via the Nexus (Customer extranet) link.
The ship’s classification society, ClassNK, initiated discussions with MAN B&W to enhance its knowledge of engine design and operation changes. ClassNK also improved the content and extent of information provided to its surveyors.
Safety message: Service advice from machinery manufacturers needs to be carefully assessed and implemented as necessary as part of a ship’s planned maintenance system. Furthermore, all associated documentation should be updated and regularly checked to ensure it remains relevant and reflects the latest available information. For more details of the investigation report, please refer this link: http://www.atsb.gov.au/media/4182792/mo-2012-005-final.pdf Courtesy Maritime Clippings
GPS Spoofed and Subordinated by Texans
Our IT correspondent Peter Marshall writes: It’s a story almost as implausible as the idea that Elliot Carver could make his yacht invisible to all and sundry in Tomorrow Never Dies, but it appears that students from the University of Texas really were able to redirect the course of an $80 million superyacht by using some $2000 worth of sneaky kit in a briefcase sized box they carried onboard themselves.
By broadcasting counterfeit GPS signals from this device, they were able to override the true signals, to fool the ship’s onboard nav kit to think it was off track and therefore alter course – all without raising any alarm. Obviously it only had an effect because the ship was on autopilot, and it would rely on the ship’s crew not noticing that there was something amiss, but even so, it’s only a small step we imagine from this to some super villain taking control of all ships around the world from their volcano lair!!
Now, where did I put that white cat. The full story is here: http://tinyurl.com/jwvzyu5
Maritime TV’s Minute of Madness Film Clips: http://www.maritimetv.com/FeaturedContent/FeaturedVideos.aspx?VID=maritime/130712_MinuteOfMadness.mp4#anchor
Panama Canal Expansion Works: A nice time-lapse by Canal de Panama: http://www.youtube.com/watch?v=rBsrr6G3LIA
It was murky on the headlands, it was hazy out at sea,
But where the ships collided it was clear as clear could be.
“These guys that thought it foggy,” said the captain, “must be daft.
I was takin’ of a sun-bath on the upper boat-deck, aft.
The engineer was readin’, by the limpid light of day,
And the mate was watchin’ bathers on the beach ten miles away.
I can prove it by the engine log,” the jolly skipper said,
“For it’s never foggy weather when the log shows full ahead.”
By James A. Quinby
The Street And The Sea
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