NAMS

The NAMSGlobal eNews

The National Association of Marine Surveyors, Inc. (USA)

 


April 2015

 


 

NAMSGlobal eNews

 

Evie Hobbs
office@namsglobal.org
 
Steven P. Weiss, President
John Venneman, Vice-President
Ian D Cairns, Secretary
David Pereira, Treasurer
Immediate Past President, Richard L. Frenzel
Gregory B. Weeter, E-News Editor 

In This Issue

 

Disclaimer, Copyright Statement & Submissions Policy

 

President's Message

 

NAMS Applicants

 

New Members


Retiring Members


Upcoming Educational Events


Articles Of Interest

 

A Poem

 



The President’s Corner
  April 2015

Dear All – Welcome spring across the Northern Hemisphere.  The NAMSGlobal 53rd conference and BOD meetings as well as Easter are now behind us and I look forward to my forth year as your National President.  I write this as I fly home from a very successful Meeting and conference.

I believe the conference was a resounding success.  We have 65 very engaged conference goers and 11 of 19 BOD members in
personal attendance.  Additional BOD members joined the meeting by telephone.  Thanks also to those non BOD members who came to the BOD meeting.  This is a great opportunity to see the workings of the NAMSGlobal leadership and to add your two cents to the conversation.  The minutes will be available this week if you would like to review.  One major agreed action is to provide our digital directory of yachts and small craft surveyors to Boat US.  This will give them a complete listing as well as give us free access to being in their data base.  Please let home office know if you wish to opt out.

Sunday’s welcoming cocktail party was well attended and good food, drink and camaraderie were enjoyed by all.  The conference sessions were well attended and I personally learned a great deal from those I attended.  Thanks to all the speakers who took time out to come in on their own nickel and present to us.  Thanks also to the conference organizers who put a great deal of time in to put this together, namely John Venneman, Jim Neville and Reggie and Greg Gant.  I heard good things about the woman’s package for Monday and the President Reception Monday night was lively with conversation and war stories.

Looking forward, the Fall BOD will be in Louisville in conjunction with the IBEX conference.  The dates for IBEX are September 15 to 17 and the BOD meeting on the 18th.  Please make plans to attend.  2016 spring conference will be in either Fort Lauderdale or Savannah.  The membership was in favor of Savannah so all else being equal (cost, hotel, etc.) we will be in Savannah.

2015 is also an election year with the new National President and National Vice President elected in the fall and taking over after the members breakfast at the 2016 National Meeting.  Please let Dick Frenzel know if you are interesting in either of the positions.  As I am term limited after four years as an elected officer, I will not be seeking reelection but will pass the torch and become the Immediate past President of the NAMSGlobal organization.

IAMWS is seeking qualified applicants.  Chris Bowman (ChrisBowman@matdan.com) and Greg Gant (gregongant@sbcglobal.net)would be your contacts for the application and information re the process. Again this is focused on the London Joint Rig Committee Code of Practice and Scope of Work.

Please contact the undersigned, the Executive Committee or your Regional Vice President if you have questions, concerns or want to volunteer.

Best Regards,

/s/
Steven P. Weiss, NAMS-CMS
President


     

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APPLICANT List


Applicant Applying for Region Sponsor
James Fisher IAMWS-CMWS
W. Gulf
Briant Happ
Rocky Shi Qiang
IAMWS-CMWS W. Gulf Kent Fong
Alan Clifton
IAMWS-CMWS Int’l David Ballands
Anand Nair
NAMS-CMS
Cargo
W. Gulf Satish Janardhanan
Chris Kiefer
NAMS-CMS
Y&S
R. Rivers Greg Weeter
Harald Wergeland
IAMWS-CMWS
Marine Warranty
W. Gulf Braint Happ
Einar Walderhaug
IAMWS –CMWS
Marine Warranty
W. Gulf Braint Happ
Lars Loken
IAMWS-CMWS
Marine Warranty
W. Gulf
Braint Happ
Kenny Ong

IAMWS-CMWS
Marine Warranty
W. Gulf Kent Fong
Jonathan Mills
IAMWS-Associate
Marine Warranty
W. Gulf Bhavjit Singh

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New MEMBERS Elected 29 March 2015
Name
Status & Discipline Region Sponsor(s)
William Fox NAMS-CMS
Y&S Craft
S. Pacific Leroy Lester
Lloyd Griffin
NAMS-CMS
Y&S Craft
C. Atlantic Dick Frenzel
Michael McEntee
NAMS-CMS
H&M
E. Gulf Harry Stark
Mohamed Ismail
IAMWS-CMWS
Marine Warranty
W. Gulf Norm Dimmell
Shai Tzucker
IAMWS-CMWS
Marine Warranty
W. Gulf
Norm Dimmell
Thomas Visentin
IAMWS-CMWS
Marine Warranty
W. Gulf Norm Dimmell
Ernest Wee
IAMWS-CMWS
Marine Warranty
W. Gulf Norm Dimmell
Hugo Carver
Y&S NAMS-Associate S. Pacific Leroy Lester,
Georg LeBaron,
Ron Reisner
Glenn Mitchell
Cargo NAMS-Associate E. Gulf David Pereira,
Hipolite Almoite,
Chris LaBure
Charles W. Parker
H&M NAMS-Associate W. Rivers      Mark Ledet,
Roy Smith,
Jan Haynes  
Anirudh Verma
Cargo & Y&S NAMS-Apprentice E. Gulf Rajesh Verma

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CMS members retiring
David Cater Retiring N. Pacific Region
Anthony Coppola Retiring S. Pacific Region
Bob Gibble Retiring New York Region
Ian Hopkinson Retiring W. Canada Region
John Kelly Retiring C. Atlantic Region
John Marples Retiring N. England Region
Forest Mayer Retiring N. Pacific Region
Marc McAllister Retiring W. Gulf Region
Larry Strouse Retiring E. Gulf Region
Bruce Taylor Retiring G. Lakes Region

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Upcoming Educational Events


AMERICAN BOAT &YACHT COUNCIL 2014 COURSE CALENDAR

For the latest information on ABYC's 2014 educational programs, please go to the ABYC home page by clicking here and look under Events in the right sidebar. Be advised it opens a new window in your browser. 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.

NAMSGlobal CE CREDITS and AIMU

The American Institute of Marine Underwriters (AIMU) offers marine-specific education that has been approved for Continuing Education credits to maintain the National Association of Marine Surveyors – Certified Marine Surveyor status.  These include over 30 on-demand webinars approved for one credit each. Webinars include “Introduction to Ocean Marine Cargo Surveying: Containerization and Packaging” and ““Introduction to Ocean Marine Cargo Surveying: Cargo Losses and Cargo Survey Reporting”.  AIMU also offers courses which have a remote attendee option wherein you can video conference into the classroom.  Classes include “Introduction to Hull Insurance” which is scheduled for April 14-15 and is approved for 12 NAMS credits. For further information visit http://www.aimu.org/edprograms/online-web-lecture-center.html or call Eileen Monreale, Education/Training Specialist, AIMU at 212-233-0550.


AMERICAN INSTITUTE OF MARINE UNDERWRITERS  EDUCATION CALENDAR – 2014/2015

Upcoming Opportunities!  Students have two options: attend the classroom in person or remotely. 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. Education credits are available for in-class attendees (brokers and agents only). Register at http://www.aimu.org/AIMUEducationSchedule.html


7 May 2015

The Tampa Bay Mariners Club will host its annual marine seminar at the St. Petersburg Yacht Club on. The seminar is entitled “Recreational Boating Rebound – Commercial Impact?” A speakers reception will be held the evening of 6 May 2015, 6:30 PM to 9:30 PM, also at the Yacht Club. Continuing Education credits are available for underwriters, agents, adjustors, marine surveyors, and attorneys. The seminar event is preceded by the annual golf outing, to be held this year at the Seminole Lake Country Club on 6 May 2015. For more information, and for registration forms and online payment, please visit the Tampa Bay Mariner Club website by navigating to http://www.tbmcinc.org.



8 and 9 JUNE 2015

International Cargo Insurance Conference in Oxford, England The 2nd ICIC conference will take place at the Crowne Plaza, Heythrop Park Hotel, Oxfordshire.This is a conference that is open to all disciplines within the cargo transportation insurance process and its related service industries across the UK and International markets.

Whether you work as an Underwriter, Risk Manager, Placing Broker, Claims Adjuster or Claims Broker.   THIS CONFERENCE IS FOR ALL CARGO PRACTITIONERS.

The event is supported by other cargo practitioners including actuaries, cargo surveyors, solicitors/lawyers and other cargo industry service providers.

The key purpose of the conference is to provide a platform for the education and professional development of all those within the marine cargo insurance community; whatever your age and experience.http://www.cargo-conference.co.uk/

Maritime Training Academy

We provide industry-endorsed distance learning diplomas proven to enhance your career prospects and earning potential.

Study to develop your industry skills and expertise or for a complete change of direction set the building blocks for a new career. Take one of our courses and gain an industry recognised qualification which demonstrates to your employer, future employers or clients your commitment to learn and develop your understanding of your chosen profession. Our Ship Surveying Courses will develop and deepen your knowledge of the industry

Engaging with a range of exciting and challenging topics such as surveying the hull structure, safety and operational surveys and incident and accident investigation along with essential subjects such as writing the survey report, legal aspects and insurance you will learn the skills required to conduct a survey efficiently and effectively.


You will also sharpen your IT, writing and independent thinking skills and develop the ability to assimilate and evaluate relevant information in constructing an argument. These are skills greatly sought after in the world beyond study – whether you are already working or changing career

For more information on Maritime Training Academy courses why not visit our All Courses or Superyacht Courses section.  michelle.west@maritimetrainingacademy.com


April 22 and 23 Southampton, England

You can now register for the Boatbuilding Live! technical conference that will take place in Southampton, UK. Held in partnership with the British Marine Federation, the two-day event will feature 18 technical seminars in four tracks: Composites Methods & Materials, Design & Engineering, Marine Systems, and Repair & Survey. Well-known industry speakers will include Nigel Irens, Roby Scalvini, Steve D'Antonio, and Charlotte Schiffer. Discounts are available to students and BMF members. To find out more and register, visit www.boatbuildinglive.com

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NAMSWorthy Articles Of Interest


Marine Surveyors Should Work Safely Around Travel Lifts


David W. Huffman, NAMS CMS

Those of us who regularly work around travel lifts are accustomed to their potential for danger. Each of us has seen boat
owners cringe as the hauling operation begins and their yacht appears to be swinging in the breeze. Some of us have done
damage surveys of dropped boats for insurance claims or litigation support.  Many of us have fielded questions about how
often things can go badly - either slightly or terribly wrong. In fact, things rarely do go wrong, but the potential for
mishap is not insignificant.

Recently while conducting a pre-purchase survey, I was part of a situation in which we had just hauled a good-sized vessel
with a good-sized lift. The operator rolled the load onto the apron, shut the machine down, and started to walk away. The
vessel’s keel was 4 feet off the ground. I asked about the use of blocks and was told they do “hauls for surveys here without
blocks -- all the time.” 

Had it been another day, perhaps with a distraction or in the rain, I might have just jumped under that boat and gone to
work. As it was, I asked the yard if they could put blocks under the vessel as a precaution, or if not, to please re-launch
it so we could move the boat elsewhere.  They put blocks under the vessel as requested.

Each of us has heard about or seen incidents involving mishandling of boats. Sometimes these incidents become amusing sea
stories. For example, there was the time a new 150-ton travel lift supporting a 100-ton boat drove over the top of a septic
tank. The tank top failed and caused one wheel-set to drop six feet below ground level, displacing the content of the tank
back up the drain lines. The vessel was a commercial fishing vessel that sustained only minimal damages. The travel lift was
brand new and was being operated by the travel-lift assembly crew; they had just put it together and they were training the
yard hands in its use.  It certainly looked like a safe enough scenario, and it was fortunate that no one was between the
boat and the parking lot when the boat came down. But still, it was no picnic – the proverbial “poo” was everywhere.

A recent mishap in the Midwest involved a travel lift that drives onto a pair of deck barges cabled to the shipyard bulkhead.
The barges were spaced in precise alignment so that the travel lifttires were steered onto the decks, leaving a gap between
the barges for the boat being handled..  The property was leased, so the yard did not invest in permanent pilings and tracks
to support the tracks over the waterway.  When driving the lift from the yard onto the barges, the cables to one barge
snapped, the free-surface effect of ballast water in that barge caused it to list suddenly.  The lift followed and an
expensive motor yacht was severely damaged.



These incidents show that we need to look beyond the obvious risk of Travel Lift accident due to simple cable failure.

Over the last few decades the size of an average boat has grown considerably while the average age of lift equipment has
continued to increase. This is another source of safety issues. 

What does ABYC say regarding boatlifting and storage? According to ABYC TY-28 : “ If personnel is to
be on or under a boat on a lift, the load should not be supported solely by the lift equipment. The boat
should be supported by blocking or some other means to provide protection to personnel in the event of a
failure in the lift system.”  The ABYC standard also refers to lifting the vessel while considering factors
such as its strong and weak points, excessive quantities of bilge water, the location of shafts, keels and
other appendages, and standards for block dimensions, stand placement and spacing.

OSHA categorizes marine travel lifts with mobile lifts and gantry cranes. According to OSHA Standard 1910.179, Overhead and gantry cranes:

1910.179(n)(3)(v)
While any employee is on the load or hook, there shall be no hoisting, lowering, or traveling.
1910.179(n)(3)(vi)
The employer shall require that the operator avoid carrying loads over people.
1910.179(n)(3)(x)
The employer shall insure that the operator does not leave his position at the controls while the load is
suspended.
1910.179(n)(1)
Size of load. The crane shall not be loaded beyond its rated load except for test purposes as provided in paragraph (k) of
this section.
1910.179(m)(1)

Running ropes. A thorough inspection of all ropes shall be made at least once a month and a certification record which
includes the date of inspection, the signature of the person who performed the inspection and an identifier for the ropes
which were inspected shall be kept on file where readily available to appointed personnel. Any deterioration, resulting in
appreciable loss of original strength, shall be carefully observed and determination made as to whether further use of the
rope would constitute a safety hazard.”

OSHA standards appear to address the marine travel lift as “by-catch” while addressing industrial hoisting equipment, perhaps
because they have only one recorded travel-lift-related fatality – that of an operator in Mandeville, Louisiana being
catapulted 25 feet to his death after the shearing-off of a front wheel. 

We need to remember that the ABYC standards are recommendations rather than law. Safety is an important part of the marine
surveyor’s job. The surveyor’s own safety should be high on his list of priorities. If we uniformly dig our collective heels
in with a firm “no” when asked to place ourselves in harms way, we emphasize the importance of safety standards to the yards.
If you happen to be there the day it all turns bad and the boat comes thundering down, do you want to be under it or first
in line for the damage survey ?


On March 26, we had a meeting with the subject organization to discuss NAMSGlobal's role in Subchapter M.
 
The following were in attendance:
 
Greg Weeter, NAMS-CMS, Riverlands Marine Surveyors and Consulting, Inc.
Ed Shearer,NAMS-CMS, The Shearer Group, Inc.d
CDR Patrick Nelson, TVNCOE
LT Parris Stratton, TVNCOE
Dave Phillips, TVNCOE
Steven Douglass, TVNCOE
Michael Kelly, TVNCOE
 
1. We described the history of NAMSGlobal, how many members we have and the criteria to become a NAMS-CMS. We discussed the areas of involvement including the Marine Warranty Surveyors
 
2. We discussed our involvement in the fishing vessel inspection program with the Coast Guard as a third party.
 
3. We discussed the Committee to Certify Towing Vessel Surveyors under Subchapter M," the exam we have developed and the members of the committee. We said we have about three dozen existing surveyors who can further be certified as Towing Vessel Surveyors.

4. We are presently working on developing a Standard Survey Form similar to the Bridging Form used by the Coast Guard. Dave Phillips said he is working on the same document and Greg and I said we would be glad to open a dialogue about the form. Dave said he is using applicable sections from the NPRM to develop the forms.
 
5. I said we are working on the "Organization" requirement. I said we are talking to DNV/GL, but nothing has happened so far.
 
6. CDR Nelson said it looks like the Final Rule will be out early next year. There will be a NVIC issued around the same time
to cover implementation of Subchapter M.  There will be a two-year phase in period.

I feel they were very pleased with our interest in working with them and we discussed possibly having joint training sessions
in Paducah with Coast Guard and NAMSGlobal inspectors. They did ask how our association with the Coast Guard is working with the fishing vessel inspections. I said I would call Tim Vincent in Seattle to get "his read."

Edward L. Shearer, P.E., NAMS-CMS


American Waterways Operators Press Release on Subchapter M Rulemaking

Dear AWO Members,
The U.S. Coast Guard has completed its work on the towing vessel inspection rule and sent the Subchapter M rulemaking package and supporting economic analysis to the Department of Homeland Security for review. Both DHS and the White House Office of Management and Budget must sign off on the rule before it is published in the Federal Register.
AWO is committed to esnuring that the Subchapter M rule is published this year and to getting it out, getting it right, and
getting members prepared for smooth implementation. To that end, we will begin working immediately with DHS and with Congress to ensure that Administration clearance of the rule proceeds expeditiously. We will continue to work with the Coast Guard to secure acceptance of the Responsible Carrier Program as a Towing Safety Management System and to ensure that crucial implementation policy issues, from hull repair to manning, are addressed in a timely and practicable way, with strong
stakeholder input. And, we will work to ensure that all AWO members have the information and the tools they need to
facilitate smooth and effective implementation.Subchapter M is our industry’s highest advocacy and safety priority. If you have any questions about what the forthcoming rule will mean for you, or suggestions for how AWO can help your company prepare for effective implementation, please contact Caitlyn Stewart or me at cstewart@vesselalliance.com or jcarpenter@vesselalliance.com, or (703) 841-9300, ext. 262  or 260, respectively.

Regards,
Jennifer Carpenter

USCG - DOCUMENTATION & TONNAGE

The USCG Marine Safety Center (MSC) posted a brochure located at
http://www.uscg.mil/hq/msc/tonnage/docs/Brochure_Documentation_and_Tonnage.pdf
providing a concise explanation regarding documentation and tonnage of smaller commercial vessels. (1/30/15). 
Courtesy: Bryant’s Maritime Blog

'GLOOM AND DOOM' FOR MARINE INSURANCE, SAYS IUMI

The International Union of Marine Insurance (IUMI) has indicated that a number of factors have come together to ensure that
2015 will be a “challenging year” for insurers, combining large claims with a softening market. IUMI's recently elected new
president Dieter Berg noted, “2014 ended poorly, and 2015 started badly". Commenting on the start of 2015 he stated: "There
were a number of big losses, involving serious casualties and loss of life.” Berg cited the Hoegh Osaka, which was
deliberately beached on Bramble Bank off Southampton after developing a major list. “We have had 1,400 new cars aboard, many of them luxury vehicles, which have been declared to be a total loss due to unseen damage – a loss of £100m.” While the
number of insurance claims was reducing overall, the size of individual insurance claims was increasing dramatically. “These
vessels are getting bigger, and very difficult to manoeuvre,” said Berg. “We’re also seeing container vessels of 19,000 teu
and even bigger being planned, as well as huge LNG projects, and in difficult environments such as the Arctic. Mark Edmonson,
ocean hull committee chairman, indicated “As the size of the vessels increase, so does their technical complexity. We’re also
seeing an increasing gap between salvage capability and the amount we’re underwriting. That risk is increasing all the time.
It’s very difficult to salvage container vessels over 4,000 teu, for example.” Edmonson indicated that the deadly issue of
liquefaction would have to be “revisited” following the sinking of the Bulk Jupiter “only built in 2006” which was suspected
to have been caused by the liquefaction of its bauxite cargo. Ro-ro tonnage would also be a concern in the wake of the Norman
Atlantic, which would have “regulators crawling all over it.” “There’s a huge exposure of insurance capacity,” said Berg.
“We’re looking at a very changed landscape.” On top of the increasing size of insurance claims, much more insurance capacity
was becoming available in all branches of maritime insurance, according to Berg. “There are clear signs of a softening
market, and it is here to stay.” Committee chairman of facts and figures Patrizia Kern also indicated that London was likely
losing insurance business to regional insurance brokers in Asia and Latin America, and would likely continue to do so
throughout 2015. Looking to the offshore marine sector Simon Williams Offshore Energy committee chairman indicated that the
oil price would also have a “huge impact”, resulting in “less drilling, more units laid up, and, sadly, layoffs. We’ve seen
BP freeze pay already. “There’s little doubt these factors will have an effect on the premium base. The US are hitting their
limits at around $50 a barrel, but the Saudis can sustain as low as single-digit numbers. “It’s all rather gloom and doom,”
he concluded. (www.seatrade-global.com, 2/4/2015)  Courtesy AIMU Weekly Bulletin.


NEW BOOK:  'RUNNING A MARINE SURVEY COMPANY'
published by Petrospot is essential reading for all marine surveyors who really want to know what it is like to start a
business from scratch. For those who are already marine surveyors but who still wonder why the competition is doing better
than they are, this book is also indispensable. For those who are already running a successful business, this guide provides
a useful reality check.

Drawing on his extensive experience as a marine surveyor, author Mike Wall navigates the reader through the processes
involved in setting up a new company. Using a clear and effective step-by-step approach, he looks at all the key areas that
should be addressed – and also flags up issues and potential problems that the owner of a start-up company may have
overlooked.

The book covers areas such as company structure, financial management, and personnel management. It addresses in detail the
role of the employer, the employee interview process, contracts of employment, and working practices.

A comprehensive section on operations looks at quality assurance, conformance, database management, filing and archiving
systems. Issues such as marketing, branding, insurance provision, client relations, ethics, and codes of conduct are fully
explained, and Mike also outlines strategies a new company may consider in terms of building and developing its position in a
highly competitive market place.

The book also includes information on training programmes and career development for marine surveyors, as well as a detailed
analysis of the activities and advice provided by professional associations.

Setting up a new company can be a time-consuming, costly and often fraught process. Running a Marine Survey Company provides the would-be entrepreneur with an invaluable guide to the challenges and opportunities he will meet in establishing and
growing his business.

The book also includes a Foreword by Ian Biles, Master Mariner, BEng (Hons), MA, CEng, CMarEng.He writes: ‘Mike tackles all of the difficult areas such as ethics, sales, conduct and time management head on with advice collected from the experience of having been there. For anyone involved in our business this book has been long overdue.’

http://www.petrospot.com/petrospot-books

About the author:

Mike Wall is a vastly experienced marine surveyor and lecturer in maritime studies. He is a fellow of IMarEST, a Chartered
Marine Technologist and Associate Fellow of the Nautical Institute. As a qualified dispute resolver he has successfully
concluded several mediations.

He is the author of Report Writing for Marine Surveyors, published by Petrospot, and Hatch Covers – Operation, Testing and
Maintenance, published by Witherby Seamanship International.

Container Ships: Possible Effect of Fuel Efficiency On Lashing Forces


Stephen Hooley has passed us these remarks by Olivier van der Kruijs, Risk & Quality Manager and Marine Surveyor at BMT Surveys:-The latest generation of container ships have been designed not only to increase capacity but also to improve energy
efficiency and environmental performance. The rise in fuel prices in combination with a continuing pressure on freight rates has forced ship owners and operators to look closely at the amount of fuel being used. This has resulted in economical steaming and other fuel efficiency measures. Fuel efficiency monitoring can be achieved by a number of ways; for example, by using computer and communication software which monitors and analyses the ship’s performance and operational parameters in real time. The results of these analyses may then suggest, for example to change speed, trim and draft. The optimal trim, varies with speed,
displacement, weather and underwater hull shape and can be a significant factor in saving fuel. One study suggested
that fuel consumption could be reduced by as much as 5% using this technology. However, as an unwanted side effect,
this fuel saving method may increase the calculated dynamic forces to the containers and lashings, possibly exceeding
maximum permissible levels. As part of its extensive range of services to the shipping
industry, BMT also carries out regular inspections of container ships. A point of attention during these surveys is the
requirement to review the lashing computer data and establish if there is a situation on board whereby container lashing
forces are exceeded. As regards maximum permissible forces, there are limitations resulting from the strength of the container itself. Those limitations are stipulated in ISO standards (ISO 1496). It is important to appreciate that there is no safety margin
on these limits. Theoretically, a container may thus distort as soon as these force limits are exceeded. This is different
for the safe working loads on the lashings, which do have a safety margin. Usually, for the preparation of a stowage plan, stability
and lashing forces are calculated. These calculations take into account the usual changes to stability as a consequence
of expected fuel consumption or changes to the ballast water quantity, whilst sailing. It has become apparent that during
the voyage, the ship is sometimes instructed by the owners (or the charterers) to make adjustments to improve fuel efficiency.

These (unplanned) adjustments of draught and trim increased the GM (metacentric height) at various occasions and, as a
result, also the dynamic forces acting on the containers and lashings. This could lead to a situation whereby the
ship left port with the calculated lashing forces being within design limits, but exceeding the limits at a later
stage when the trim adjustments were made. For vessels enjoying a voyage with good weather, exceeding the designated
maximum lashing forces is unlikely to result in any damaged cargo. However, if the ship was to encounter its “design
motions criteria”, damage to the container stacks and cargo could occur, thus as an indirect result of saving fuel.  Courtesy Bow Wave--the marine and transport e-zine. BOW WAVE is published each week to over 15 000 Readers in the transport, insurance, shipping and finance industries.  To subscribe contact Sam Ignarski <sam@wavyline.com>

US CARGO THEFT INCIDENTS FELL BY NEARLY A QUARTER IN 2014

The number of incidents of U.S. cargo theft tracked by a company facilitating such information plunged 23 percent last year
compared to 2013. CargoNet said it saw 844 incidents reported on its network last year, valued at roughly $90 million, down
from 1,090 in 2013 and an average of 1,134 annually since 2010. The firm only reports instances that its members share. The
Federal Bureau of Investigation estimates total U.S. cargo theft at $15 to $30 billion annually, but “there is no supporting
documentation of that,” because many incidents go unreported by companies to avoid incurring damage to their reputations or
higher insurance premiums, Sal Marino, vice president of business development, told JOC.com. That is the principal behind
CargoNet, which allows for anonymous sharing of information to improve defenses against cargo theft. Marino said there are
several theories why the number of instances dropped in 2014. Among them is the possibility that companies overall are
getting better at deterring crime. “Years ago it was pharmaceuticals and tobacco that were top targeted and those industries
really stepped up their game and the criminals moved on to other types of commodities,” he said. “The victims are getting
tired of letting the criminals getting away with it.” He also said there has been a stepped up effort to get states to
increase penalties for cargo-related crime, such as a 2013 law in New Jersey, and similar efforts to increase penalties that
are underway in Georgia, Florida and Mississippi. “Generally speaking cargo theft is a low risk-high reward type of crime. It
is much easier than dealing drugs or robbing a bank and it carries much less of a penalty, so by increasing the penalties and
imposing longer sentences, it begins to resonate with the criminals,” Marino said. He described a number of angles on cargo
crime visible in the data. One is that crime continues to be “significantly higher” on weekends. That is generally because
loaded trailers are dropped off when distribution centers are closed and are thus vulnerable to being hauled off. Thefts are
frequent at DCs in general where unsecured facilities are vulnerable to thieves driving in with a power unit and making off
with a loaded trailer. “A criminal can make his way into the yard, they can drop and hook and they can quietly exit, or they
can crash right through the fence, we’ve certainly seen that,” he said. Another frequent scenario is when the power unit and
trailer are stolen together while a driver has left the truck alone to sleep in a hotel, use a bathroom or eat at a
restaurant, Marino said. “That is when thieves will most often strike. They want to have a seamless, quiet pick and move.
Quite often they will have a designated place they will bring it, in the woods, in a warehouse, or in a truck garage. They
need to get it out of sight and often they will switch the cargo out from the original conveyance and move it into a
secondary conveyance, so that power unit and that trailer aren’t hot” or being traced with all-points bulletins, he said.
(Journal of Commerce, 3/11/2015)  Courtesy AIMU Weekly Bulletin.

National Transportation Board News Release- Acting Chairman Hart Announces Slight Drop in 2013 Transportation Fatalities in Most Categories; Rail Deaths Rise

Transportation fatalities in the United States decreased by 3 percent in 2013 from 2012, according to preliminary figures
released today by the National Transportation Safety Board. Marine deaths also dropped in 2013, from 711 to 615. The vast
majority of the fatalities, (560), occurred in recreational boating which also decreased. http://www.ntsb.gov/news/press-
releases/Pages/PR20150202.aspx  
Courtesy AIMU Weekly Bulletin.

COURT - UBERRIMAE FIDEI
The US Court of Appeals for the First Circuit ruled that the marine insurance principle of uberrimae fidei (Utmost good faith)
is an established principle of federal admiralty law. Plaintiff insurer issued a hull policy for defendant's dry dock in the
same amount as a different policy had proved several years previously. Defendant knew and failed to disclose that the
condition of the dry dock had materially deteriorated in the interim. Such failure to disclose material facts violated the
principle of uberrimae fidei and rendered the policy voidable by the insurer. Catlin (Syndicate 2003) v San Juan Towing, No.
13-2491 (1st Cir., February 6, 2015) [located at http://media.ca1.uscourts.gov/pdf.opinions/13-2491P-01A.pdf]. 
Courtesy: Bryant’s Maritime Blog

BIGGER CONTAINER SHIPS POSE BIGGER RISKS

The big container ships that ply the world’s trade routes are growing ever larger, holding down the cost of ocean shipping,
but also raising concerns among vessel operators, insurers and regulators about the potential for catastrophic accidents. The
ships, designed to carry freight stowed in large metal containers, transport much of the world’s seaborne cargo, including
manufactured goods and, increasingly, farm products. Their increasing size already is straining the unloading resources at
some port facilities and - along with labor troubles - has contributed to major traffic snarls at the nation’s West Coast
ports. Since the economic downturn, shipping lines have sought to stay competitive by running larger, more fuel-efficient
container ships in major shipping lanes, reducing their cost per container, according to Noel Hacegaba, acting deputy
director of the Port of Long Beach, Calif. Today, the newest and biggest container ships can carry around 18,000 twenty-
foot-equivalent units - the industry’s capacity benchmark - but Dr. Hacegaba said in a study last year that industry watchers
expect ships as large as 22,000 TEU to come into service by 2018, and that 24,000-TEU vessels are on the drawing board. The larger ships will further test the capacity of ports and canals and the skill of their captains and crews. “There is a
world-wide shortage of qualified seamen to command these vessels,” said Andrew Kinsey, senior marine risk consultant at
insurer Allianz SE’s Allianz Global Corporate & Specialty unit and a retired ship’s captain. Capt. Kinsey added that human
error is a factor in most shipping accidents. Though there have been fewer such accidents in recent years, their cost has
been rising. Ship groundings topped the roster of insured losses from 2009 to 2013, putting them ahead of fire, plane crashes
and earthquakes, according to Allianz. “Cost cutting measures such as reducing crew numbers, overworking and lack of
training” have exacerbated the risks, and could contribute to a shipping accident, said Jonathan Moss, partner and head of
transport at law firm DWF in London. A major contributor to the recent losses was the $2 billion wreck and subsequent efforts
to salvage the cruise ship Costa Concordia, which ran aground in Italian waters in 2012. The prospect of a similar incident
involving a container vessel, which might carry 18,000 containers, “is one of our nightmares at the moment,” said Capt. Rahul
Khanna, another Allianz marine-risk consultant. Capt. Khanna cited estimates by salvage operators that it could take two
years just to remove the containers from such a large vessel, assuming it were possible at all. Even relatively small
container ships can cause big problems. New Zealand’s environmental court is considering an application by the owner and
insurer of the MV Rena, a container ship of less than 4,000 TEU, to abandon part of the wrecked vessel on the country’s
Astrolabe Reef, where it ran aground in 2011. The vessel lost 900 containers and spilled 200 tons of heavy fuel oil into the
sea, in what New Zealand’s environment minister described as the country’s biggest-ever environmental disaster. Government
investigators attributed the accident to human error, including failure to follow standard practices for voyage planning,
watchkeeping and taking control of the ship. The ship’s captain and navigator were jailed for several months. With bigger
ships, the risks are magnified. “The bigger the ship, the bigger the challenge,” said Nick Brown, marine communications
manager at Lloyds Register. Losses from the mysterious sinking of the 8,000-TEU MOL Comfort in 2013 imply a cost of more than $2 billion for the similar loss of a new-generation container vessel, according to reinsurance adviser Willis Re. The
Comfort, which was only half full, went down off the coast of Yemen after it split in half. “A new ship, five years old,
breaking in two, and not in severe sea states, raises concerns,” said Sean Dalton, head of marine for North America at
reinsurer Munich Re. Insured losses from the Comfort disaster totaled $523 million, including about $83 million for the hull
and $440 million for the cargo, according to estimates cited by Allianz. There is an element of uncertainty about how the new
generation of container vessels will behave at sea because the ocean affects bigger ships differently than smaller ones. A
phenomenon called “springing,” a vibration of the hull caused by waves becomes more serious as ships get longer, increasing
metal fatigue. Another problem is “whipping,” which is caused by waves acting on the hull much like a finger plucking a
violin string. But direct losses from a huge ship sinking or running aground, though potentially severe, could be dwarfed by
the impact of a disabled ship blocking a major port or canal. A collision of two ships delayed traffic through the Suez Canal
last September. Though the blockage was rapidly cleared and didn’t have much impact on costs, it illustrated what could
happen. With much bigger ships, which offer less margin for error, the impact could have been much worse. “I would compare it
to driving a giant SUV like a Ford Explorer or Suburban, versus driving a midsize car. It is probably OK on the highway, but
on a small, local road, with two cars passing, size becomes a challenge. There are fewer areas you can go with the vessels,
and they are more susceptible to effects of wind and wave,” said Munich Re’s Mr. Dalton. Also, not all ports can accommodate
big ships, so the risk is concentrated among the few major ports that can. Insurers expect risk to trickle down as bigger
ships displace smaller ones at these ports and smaller ships are redeployed to replace vessels with even less capacity. (Wall
Street Journal, 2/8/2015)  Courtesy AIMU Weekly Bulletin.

ENVIRONMENTAL SENSITIVITY COMPLICATES MARINE SALVAGE OPERATIONS

The deliberate grounding and refloating of a cargo ship off the coast of England underlines the increasing complexity and
cost of marine salvage operations. Refloating the Hoegh Osaka, which was carrying 1,400 luxury automobiles when it developed
a severe list in January just outside the port of Southampton, England, followed several large marine losses in recent years,
such as the grounding of the Costa Concordia cruise ship and the sinking of the MV Rena. The events have highlighted the
delicate nature of salvage operations, the extensive costs involved and the need for highly skilled salvors, experts say. The
Hoegh Osaka developed the list shortly after leaving port, and its pilot deliberately grounded the ship near the Isle of
Wight to avoid greater damage. The ship was towed back into port at Southampton in late January. The situation exemplifies
the increasing complexity of salvage operations and why costs are rising, said Andrew Kinsey, a former ship's captain and now
senior risk consultant of marine at Allianz Global Corporate & Specialty in New York. Although the ship was saved, steps had
to be taken to ensure it emitted no pollution and it did not run aground somewhere else, he said. Large salvage operations
such as the Costa Concordia off the coast of Italy in 2012 “really focused the mind,” said Sam Kendall-Marsden, syndicate
director at the Standard P&I Club in London, the lead club on the protection and indemnity coverage for the ship. The highly
complex salvage was carried out under great scrutiny from Italian authorities keen to avoid pollution, he said. In the wake
of that and other large salvage and wreck removal operations, the International Group of P&I Clubs, the world's 13 largest
P&I clubs, produced an internal report. The report, Mr. Kendall-Marsen said, found key factors influencing the complexity and
cost of salvage operations primarily were local authorities' level of involvement, the location of the event, contractual
considerations and bunker removal requirements, or the removal of fuel powering ships. “No one should be surprised to see a
high level of involvement” by local authorities if a ship runs aground or sinks, he said. Another challenge facing salvage
crews is finding someplace to move the stricken vessels, Mr. Kinsey said, which Mr. Kendall-Marsden said was an issue for the
Costa Concordia. In addition, removing and finding a suitable place to store containers from a stricken vessel also is a key
concern. “Megaships,” some of which can hold up to 19,000 20-foot-unit equivalent containers, also may have difficulty
finding a port large enough to accommodate them, Mr. Kinsey said. (Business Insurance, 2/15/2015) 
Courtesy AIMU Weekly Bulletin.

BEWARE DODGY HYDROSTATIC RELEASE UNITS 

UK’s Marine & Coastguard Agency (MCA) has raised warnings about the hazards of counterfeit safety-critical equipment in the
past, including copycat Hammar HRUs but another danger is expired equipment, which has been ‘refurbished’ and put on the
market. CM Hammer, manufacturer of hydrostatic release units, HRUs, has now issued a warning regarding the dangers of such
refurbished equipment being sold as new units following an alert by the MCA.

Says Hammar: “It has been brought to the attention of the MCA that refurbished Hammar H20 HRUs have been placed on board ships for use with liferafts. Such HRUs should not be refurbished and are not guaranteed to work in an emergency which could result in a serious risk to safety. If such a unit is discovered on board it should be withdrawn from service immediately”.

The HRUs found by the MCA have had their genuine labels removed and substandard labels attached. These labels erode away within a short time from installation.

In consultation with CM Hammar, an H20 HRU should be disposed of at the end of its service life which is 2 years. By putting
a H20 HRU back into service, the unit may not operate and the release of either a liferaft or EPIRB in the event of a ship
sinking is not guaranteed. This poses a serious risk to safety.

In order to ensure the safety of ships and the persons on board, CM Hammar recommends that H20 HRUs are procured from
authorized distributors or service agents of liferafts to ensure genuine units are used.

All H20 items produced as from 24.02.2009 include a new, unique Holospot®  security marking. This marking will help distinguish the original Hammar quality from dangerous fake copies. In addition the company has moved the serial number and
production date to a new position next to the ¬Holospot® security marking.



Please check that:
• The Holospot® shimmers in rainbow colours when put under direct light.
• The alphanumeric code is different on each product.
• The serial number and production date can be found to the left of the Holospot®.
Where concerns are raised regarding the authenticity of a product, CM Hammar should be contacted
directly to verify the serial and holospot numbers. 
Courtesy Maritime Alert Casebook http://maritimeaccident.org/

INSURER BLAMES INADEQUATE PROCEDURES AND COMMUNICATION

According to The Swedish Club, half of the costs of hull and machinery claims handled by the club have arisen due to
navigational claims such as collisions, contacts or groundings - a figure that has remained steady over recent years despite
improved technology and the widespread implementation of safety management systems. The Swedish Club, in its latest loss
prevention publication, Navigational Claims, has revealed a number of interesting findings relating to claims made for hull
and machinery damage between 2004–2013. It seems that many navigational claims still occur due to procedures not being
properly followed by crew members, and officers not communicating with each other properly. In addition poor communication
between both vessels and bridge team members and a lack of situational awareness all play a part. Navigational Claims details
measures that can be adopted to help prevent these incidents occurring in the first place, such as having clear, meaningful
procedures for officers and crew to adhere to and, more importantly, ensuring they understand the consequences of not
following them properly. “Being able to identify the reasons for navigational claims is invaluable for masters and
shipowners,” says Lars Malm, Director, Strategic Business Development and Client Relationship for The Swedish Club. “This
report shows that most claims can be prevented by simply ensuring that all crew follow proper procedures and consult with
each other before making major decisions.” The club also stresses in the report that the implementation of an effective
training program for officers is vital especially in relation to effective communication and risk assessment. Often risks
increase when sailing in congested waters, dense traffic or close to land, and this needs to be acknowledged and appropriate
measures adopted. The thirty-four page report uses case studies to demonstrate how navigational accidents can occur. These
examples detail the cause of the accident and how it could have been prevented with proper planning and better lines of
communication. As is so often the case, there is usually a chain of errors leading up to the accident and these case studies
highlight the most common ones so masters can review their own practices and eradicate any mistakes before a serious incident
occurs. (Maritime Executive, 2/12/2015)  Courtesy AIMU Weekly Bulletin.

NTSB MARINE ACCIDENT REPORTS
Please be aware the National Transportation Safety Board (NTSB) regularly releases marine accident reports following their
investigations.  Here is the link to the website:
http://www.ntsb.gov/investigations/AccidentReports/Pages/marine.aspx
AIMU participated recently on a conference call with NTSB, who is interested in our members’ feedback on these reports.  Please share your comments with AIMU.  Courtesy AIMU Weekly Bulletin.

NTSB - FIRE ON FISH PROCESSING VESSEL

The National Transportation Safety Board (NTSB) issued the report of its investigation of a fire on board the fish processing
vessel Juno while moored at a pier in Westport, Washington on 28 December 2013.  The fire caused extensive damage to the
vessel.  The master incurred minor injuries.  The probable cause of the fire was a short circuit in a space heater, combined
with improper stowage of flammable materials in the vicinity, the vessel's lack of structural fire protection, and the use of
combustible materials in interior finishes.  MAB 15-05 [located at
http://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1505.pdf] (2/27/15).  Courtesy: Bryant’s Maritime Blog

USCG - ENGINE ROOM OPERATIONS

The US Coast Guard issued a safety alert stating that one crew member and two technicians recently perished in an engineroom
fire. While the primary fire from a parted fuel supply line was quickly extinguished, a secondary fire involving cable
bundles was not. The alert reminds stakeholders of the importance of taking action on engine manufacturer technical
bulletins; having a personal exit plan from machinery spaces; and performing detailed engineering space inspections. Safety
Alert 4-15
[located at http://www.uscg.mil/hq/cg5/cg545/alerts/0415.pdf]. (3/11/15).  Courtesy: Bryant’s Maritime Blog


Information regarding a fire extinguisher recall.

http://www.cpsc.gov/en/Recalls/2015/Kidde-Recalls-Disposable-Plastic-Fire-Extinguishers/
Courtesy  SAMS International Office

RIGGING PROCEDURES AND INSPECTION

https://www.youtube.com/watch?v=r8O7SknMrIs&feature=youtu.be
youtube maintenance resources

USCG Reimbursable Standard Rates
The US Coast Guard released its updated Reimbursable Standard Rates schedule. This is the
rate that the Coast Guard will charge third parties for use of its assets (personnel and equipment) for such activities as
oil spill response. COMDTINST 7310.1P [located at http://www.uscg.mil/directives/ci/7000-7999/CI_7310_1P.pdf]
Courtesy AIMU Weekly Bulletin.

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Poem of the month

courtesy Ted Crosby, NAMS-CMS

WANING STARS
With tops’ls set and bulwarks wet and breakers hard a’lee
The old Alaska Packers’ fleet is putting out to sea.
Their decks a’lift to driven spray, as south’ard off the Gate
They roll their course for gray-green leagues to seek
the winds of fate.

A’down the last horizon-beyond the steamer lanes,
Where smoke and steel are sacrilege, and only God
remains,
There is a world that reaches back to days that used to be,
The golden days when tall ships were masters of
the sea.

Again-perhaps the last time-they plow the off-shore track
From the fogs of Point Bonita to the rocks of Kodiak.
Ye ghosts of Spanish galleons and clipper ships with tea-
Dip colors!-Your survivors are passing from the sea.

I have watched a thinning line of heroes marching by,
And I have heard of circus horses left behind to die-
But I think there is not anything so glad or sad to me
As the old Alaska Packers’ fleet a’putting out to sea.

By James A. Quinby
The Street And The Sea




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