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President’s Corner

Dear NAMSGlobal and all other readers;

As I write this on July 1, 2013, it is 3 days before the United States celebrates their national independence day (or at least the signing of the Declaration of Independence). I head a good joke regarding this over the weekend and wanted to share:

Does England have a Fourth of July? Answer see Below

July 4th is one of my favorite holidays. It not only celebrates the birth of a great nation, but also of an ideal. This ideal “All men are created equal” was not always carefully guarded and as we can see from recent political turmoil’s, is potentially at risk. This sacred ideal has made the US the wealthiest and most beneficent nation the world has ever known. Keep this ideal close to you and guard it carefully.

Welcome to all of the new CMS and CMWS members of NAMSGlobal and IAMWS. It has been a good month (12 new members). 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.

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.

Updates on upcoming events:

Houston Marine Insurance Seminar – September 29 to October 1, 2013 at the Westin Galleria in Houston. John Quarrinigton (IAMWS-CMWS) and I will be presenting the IAMWS to the seminar and the industry.

NAMSGlobal fall Board of Directors meeting – October 25 and 26 in New Orleans. It will be held in conjunction with the East Gulf Regional meeting. Full details to follow.

NAMSGlobal Spring 2014 members and Board of Directors meeting – It looks like April in Norfolk, VA. Full details to follow

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.

Answer to the above: Yes, every country has a Fourth of July, as well as a 5th July. The calendar is the same. It may mean something totally different, but still July 4th is there.

Please let me know if you have any questions and or comments.

I remain

Steven P. Weiss, NAMS-CMS

NAMS Office

First, please note we are six months into the 2013 – 2014 CE Credits reporting period. You should be on track to obtain your 24 CE Credits for this reporting period. We appreciate you reporting your CE Credits to the National Office as soon as you have received them.

Please also note we must have verification of the course(s), i.e.; a certificate of completion or other verification of attendance showing the course date(s), location, & sponsor(s), etc. Courses must be approved in advance by the Certifications & Qualifications Committee.

Second, Apprentices & Associates should pay careful attention to the time restrictions you have for advancement as below.

  • “Once approved as an Apprentice, the member may after a one (1) year tenure as Apprentice and after completion of substantial marine survey assignments with their sponsor recommendations, make application for Associate member status. If not elevated to Associate status the Apprentice member must, at the end of three (3) years apply for full membership within six (6) months of the three (3) year term. This also means that a NAMSGLOBAL Apprentice in good standing, who has been active in marine surveying for three years, may make application for NAMSGlobal-CMS status, without becoming an Associate member.”
  • “Associate members may remain at this level of membership for as few as two years before applying for NAMSGLOBAL-CMS status, but may not remain an Associate member for longer than five years. When an Associate member has the requisite qualification points necessary for full membership application, the Associate must apply for, take, and successfully pass an examination in the area of their specialty.”

Editor’s Message

You will notice a feature article this month by David Knowles, NAMS-CMS about his mentor, Tom Stanley Jr., a charter member of NAMS. In an effort to keep the NAMSGlobal E-news interesting and informative I welcome your submissions. So as not to lose track of where we came from, and to recognize the hard work of the surveyors that went before us, I challenge you, the reader, to send in a memoir or article about a NAMS surveyor you know from the old days. The news articles and current events you send in make the NAMSGlobal E-News valuable to readers in all disciplines of marine survey: Please send new material to [email protected]

Thanks, and best regards to all.

Greg Weeter, Editor

NAMS Applicants

New Applicants
Name Status & Discipline Applying For Region Sponsor(s)
Philip Flanagan NAMS-CMWS / Marine Warranty W Gulf Steve Weiss
Kent Fong NAMS-CMWS / Marine Warranty W Gulf Steve Weiss
Alex Harrison NAMS-CMWS / Marine Warranty W Gulf Steve Weiss
Paul Miles NAMS-CMWS / Marine Warranty W Gulf Steve Weiss
Heather Morse, NAMS-Apprentice NAMS-Associate Y&SC & H&M N Pacific States Tommy Laing, Larry Montgoery, & Desmond Connolly
Bryon A. Polly NAMS-Associate / Y&SC W Canada David Jackson, Chris Small, & Catherine McLaughlin
Charles Reininga NAMS-CMS / Y&SC S Pacific States Gregory Davis

New Members Elected 1 July 2013

Certified Members
Name Discipline Region Sponsor(s)
Pham Tuan Anh, IAMWS-CMWS Marine Warranty W Gulf Doug Devoy
Ave Boudreaux, NAMS-CMS H&M E Gulf Norman Dufour
Alexander Burns, IAMWS-CMWS Marine Warranty W Gulf Steve Weiss
Patrick Yap Chai, IAMWS-CMWS Marine Warranty W Gulf Doug Devoy
David Falkner, IAMWS-CMWS Marine Warranty W Gulf Steve Weiss
Michael Kwan, IAMWS-CMWS Marine Warranty W Gulf Steve Weiss
Greg Michael, NAMS-CMS Y&SC N York Greg Weeter
Alberto Morandi, IAMWS-CMWS Marine Warranty W Gulf Steve Weiss
Sandra Pirtle, NAMS-CMS H&M W Gulf Dick Frenzel
Vishal Sharma, IAMWS-CMWS Marine Warranty W Gulf Doug Devoy
Jonathan Warren, IAMWS-CMWS Marine Warranty W Gulf Doug Devoy


Associate Members
Name Discipline Region Sponsor(s)
Randal Carmichael, NAMS-Associate H&M W Rivers McGrady, Roy Smith & Kevin Moran

Members Changes In Status

Name & Current Status Change To Region
Doug Cameron, NAMS-CMS Inactive W Gulf
Martin Carlson, NAMS-CMS Inactive S Atlantic
Terrence Fitzsimmons, Inactive Resigned C Atlantic
Don Patterson, NAMS-CMS Retired W Gulf
Manmohan Talwar, inactive NAMS-CMS E Canada

Educational Events

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 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:

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:

  • Yacht 8/28/2013 – 10/2/2013
  • 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 [email protected]. 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 (718) 409-7341 [email protected]

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 protected] or telephone +44 (0) 1252 732220

ProBoat E-Training

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.

Current ProBoat Course List:

Houston Marine Education Schedule

Since its inception in 1972 Houston Marine has become the premier source for the certification and training of maritime personnel by offering efficient, cost-effective products and services in a variety of locations and formats. The schedule for the 2013 is available at

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 [email protected]. 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.

9-12 September 2103 New Orleans Louisiana

International Workboat Show – North America’s largest commercial marine tradeshow. Seminars and programming that focuses on •Business Management •Legal and Regulatory Issues •Marine Safety and Security •Technical Issues/Advancements. The NAMSGlobal trade show booth will be there.

9-12 September 2103 Arlington Virginia

National Maritime Salvage Conference and Expo – Weathering The Storm

The American Salvage Association and Marine Log present an intensive three-day event tailored for shipowners, regulators, insurers and salvage professionals on the ins-and-outs of salvage, wreck removal, firefighting and environmental response.

Don’t miss a unique interactive tabletop training exercise on the third day of the conference. CLE credits available.

17 – 19 September 2013, Louisville, Kentucky


20 September 2013, Louisville, Kentucky

NAMSGlobal Western River Regional Meeting. To be posted soon at

16 – 19 October 2013, San Diego, California.

The Society of Accredited Marine Surveyors®, Inc. will hold its 2013 Annual Meeting and Educational Training Symposium. More info at

18 October 2013 Lincoln Rhode Island

NAMSGlobal Northeast Region Fall Seminar. To be posted soon at

21-23 October 2013 Houston, Texas

Advanced Oxford Bunker Course
This three-day training programme is designed as a progression from the well-established introductory Oxford Bunker Course. It integrates every aspect of bunkering (operations, technical, commercial, environmental and legal) and will include a combination of lectures, syndicate work exercises and tests. It is intended for those with at least two years’ experience of bunkering. For further information and online registration Click here or contact: Elena Melis – Tel: +44 1295 81 44 55 Email: [email protected]

24 October 2013 Houston, Texas

One-day course will provide delegates a solid base from which to heighten their understanding of this exciting and rapidly-developing sector of the bunker industry. For further information and online registration Click here or contact: Elena Melis – Tel: +44 1295 81 44 55 Email: [email protected]

26 October 2013 New Orleans, LA

The National Association of Marine Surveyors will hold their Fall Board of Directors Meeting (semi-annual meeting). The meeting is hosted by Conrad Breit of the E Gulf Region. The Board of Director’s meeting follows the East Gulf Region Meeting & Seminar on 25 October 2013. More information on the time and place to follow. Watch for details on the NAMSGlobal Website at the Events tab

29–31 January 2014 Fort Lauderdale, FL

2014 International Marina & Boatyard Conference (IMBC) is now available at IMBC is produced by the Association of Marina Industries (AMI information and contacts at


Employment Opportunities

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 protected] 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
(o) 281-528-1856

Regionl News

24 July 2013 New Orleans – E Gulf Region Meeting

The E Gulf Region will hold a meeting beginning at 6:30 PM. The venue is Superior Seafood & Oyster Bar at the corner of Napoleon & St. Charles, NOLA. The menu includes appetizer, salad, choice of entree, & desert. The guest speaker is to be announced, but as per Conrad Breit, the program will be good. Cost is $45.00 per person.

A report of the San Diego NAMS meeting will be made as well as discussion on Sub Chapter M, Marine Warranty Surveyor program, and more.

For the latest information, contact Conrad Breit at 504.913.7960 or [email protected].

Articles Of Interest

Featured Article – Memoir on My Mentor
by David J. Knowles, NAMS-CMS

I learned that to propel my life forward it would take a catalyst or a Divine Intervention; never in my wildest dreams would I have believed that some of my greatest successes were before me and would be attributable to meeting one particular man, Thomas L. Stanley, Jr.

Tom was a gentleman, well respected and considered an exceptional expert in the field of marine affairs. He was a bit of a soft touch and always ready to help people. I know this first hand because I was one who needed help when he took me under his wing.

He would likely resent my praise and references to his good nature and kindness since he preferred to be thought of as a tough guy. I was fortunate enough to see the goodness of Tom and benefit from his generosity.

I think it is appropriate to make note of his extensive background in order for you to appreciate his true stature. From cradle to grave my mentor’s life reads like a storybook, one that many should endeavor to emulate. His accomplishments in both his personal and professional life were vast and many.

Tom was born February 10th 1920 at Misericordia Hospital in New York City during an enormous storm that covered the entire city in a blanket of snow. He entered life with much fanfare; in fact some expressed his birth as the start of something big and Tom’s evolution in the years that followed attest to that.

Residing in North New Jersey during his young years, first in Roseland and later in Essex Fells he attended St. Peters prep High School in Jersey City, New Jersey. In the late thirties, Tom attended Washington and Jefferson College before continuing his studies at Cornell University where he majored in Administrative and Mechanical Engineering. His studies at the prestigious university would be instrumental in Tom’s journey in his fathers’ footsteps as a Marine Surveyor and Consultant.

Beverly, his wife, said he had a mind that leaned toward anything mechanical. His father, Thomas L. Stanley, Sr. was one of six marine surveyors in the entire country at that time and the guiding light on the path that Tom, Jr. followed into his life long profession. Unfortunately, Tom also followed his father’s manner regarding people in his employ. I was told by Tom that his father was a very strict disciplinarian and thought nothing of reading him the riot act and berating him for any mistakes he may have made when writing up repair reports or building specifications on boats.

Tom, Sr. had immigrated to America from his native Ireland and worked to attain the American Dream. He chose the marine field since it was a relatively new field and he believed would develop into a one that was highly respected by insurance underwriters, financial institutions and the legal community. It was only natural that Tom Jr. would go into the marine field since he had training from one of the best and most talented members in the profession, his father.

From 1940 to 1943 Tom was employed with Todd-Johnson Shipyard in Hoboken, N.J. one of the leading shipyards in the area. From New Jersey he transferred to the Todd facility in Houston. The knowledge and expertise that was passed down from his father was deep, and the job he did at the Houston facility was so good he was promoted and transferred to Todd’s Tampa facility where he applied his skills to various jobs. First, he was assigned as the Repair Superintendent then promoted to Assistant Outfitting Superintendent, Machinery Trial Surveyor and finally the Drydock Department Superintendent. Tom, Jr. was quickly recognized as a prime asset and he began receiving job offers from other organizations in the industry.

Tom, Jr. resigned from the Todd organization in 1943 and began his tenure with a New York firm of Consulting and Managing Engineers as this firm’s Port Engineer and Marine Superintendent, where his bountiful knowledge and experience was used to a better advantage. His responsibilities included overseeing the operation, maintenance, repair and preparation of insurance claims for a very large fleet of deep-sea ships worked by several shipping companies. Additionally the planning, scheduling, supervision and price negotiations for all repairs as well as the development, documentation and processing of all of the physical damage insurance claims was left to Tom Jr.

In 1952 with his newfound knowledge and experiences under his belt, Tom Jr. thought it in his best interest to resign from the New York firm and return to Todd Shipyards Corporation where he remained until 1957. His duties were again to be many and he was appointed Repair Superintendent, Contract Price Negotiator and Special Navy (MSTA-AIM) Liaison Officer of the Alameda, California Division; all of which lead him to Galveston Texas as the Production Control Assistant to the General Manager.

The industries’ respect for his knowledge and ability that he had garnered throughout the years spurred Tom’s interest in furthering the industries’ appreciation of the Marine Surveyors’ importance. He and a number of other “Elite” surveyors of the day were sought out and presented with the idea of forming an organization that would do just that. To this end he operated as a professional consultant and equipment reviewer for the Yacht Safety Bureau, known as the Underwriters Laboratories’ Marine Department. The participating surveyors operated as assistants for the Yacht Safety Bureau until 1960. When the Yacht Safety Bureau reorganized, the group of marine surveyors, (roughly 125) operated on their own and continued to meet independently until the summer of 1961. In the fall of 1961 they formed a committee, which lead to the birth of the National Association of Marine Surveyors (NAMS), with 84 charter members, in the Spring of 1962. Tom Stanley, Jr. was one of the 84 and he spoke of this organization proudly. The requirements for membership certification were very stringent and to be a Certified Marine Surveyor meant that you were an “Expert”.

Sometime later with the emergence of the NAMS organization behind him Tom developed an urge to go into business for himself. He resigned from the Todd organization a second time and set about to be an Independent Marine Consultant and Surveyor. With all of his experience and knowledge of the marine field, he had no doubt that he would be successful. He organized and operated a firm of independent marine surveyors, appraisers and adjusters. The firm was engaged with assignments through several American Managing Underwriting Brokers for Lloyds of London dealing with the surveys, appraisals, claim investigations and adjustment of losses with services to the drilling and associated transportation industries along the Gulf of Mexico and Caribbean coasts. It was during this endeavor, Tom developed a formula which enabled him to calculate an approximate value of drilling facilities, boats and barges that was fairly accurate and found acceptable by all of his business associates as always being “in the ballpark” with the numbers. His formula was criticized by many as being worthless and inaccurate but it was one that many in the field tried to emulate.

As far myself, I had been practicing for many years as a Marine Surveyor with a friend of mine, Albert Westerman. Both Albert and I thought that we were good at our profession though we stumbled and made many mistakes that hurt our acceptance by clients. Never the less we trudged along picking up one small job after another. Finally, reality hit me in the face and I realized I was getting nowhere.

Fate took me to Morgan City, Louisiana, where I called on a friend, Jim Wright, who had his own firm and was also practicing as a surveyor. During our conversation, Jim told me that he was a member of The National Association of Marine Surveyors, and asked me if I had ever done any Diesel engine failures. Naturally I said I did. He wasn’t up to doing this assignment and persuaded me to do it for him. I realized my financial situation was in a terrible state, and agreed to do the job. Surprisingly, it extended out and paid well. With the job completed, Jim suggested that I call on Thomas L. Stanley and Associates because they were looking for a permanent employee.

I made a visit to his home office and was greeted by his wife, Beverly, at the door. She was a very pretty woman with naturally curly, shoulder length, brown hair and a small pert nose that added to her beauty. Her glasses even added to her looks. Beverly told me that Tom was indeed looking for someone but he was not in at the moment so I should come back the next day.

Little did I know that the following day’s initial visit with Tom was to have a bearing on the rest of my life! Tom was a godsend and our friendship was truly something special to behold and at times somewhat unbelievable as it unfolded.

The next day I rang the bell and was greeted by Beverly once again. She ushered me into Tom’s office were I was greeted by a 5’ 4½” robust, ruddy skinned, individual with a heavy raspy voice. I soon learned that Tom made note of that half inch in height at every opportunity. We sat in his office and made small talk before Tom suggested we go to a nearby restaurant to have a chat. This chat lasted four hours. We ate freshly shucked oysters on the half shell and washed them down with Dewar’s White Label scotch and water. We sat there drinking and drinking and getting drunker by the minute. When Tom decided to call it quits, we stood and he hesitated as if I was to pay the bill. Maybe it was a test to see if I would buckle with the anticipation of working with him but I stood my ground. Considering he hadn’t written me off after the drinks, I assumed that I had been put on the payroll. When we parted Tom said he would see me the next day.

Bright and early the next morning I rang the bell and waited patiently for someone to answer. Beverly answered and directed me to Tom’s office. He stood and spoke to me in a manner much like an intellect; I guessed he was trying to impress me as the principal of his company. After settling in, I looked the office over once or twice and took note of Tom’s desk. It was stacked with paper and file folders so thick I wondered if he knew what was on it. The desk was small, in fact it was overly small, though there was ample room for a larger in his office. I found it hard to fathom that a man with his vast amount of business could operate on a desk that measured no more than 6’ x 2’ which afforded him a mere 18” x 12” space to write in the middle of the papers and files.

Beverly soon entered the room and started to shuffle through the piles of paper on the desk. With no thought, Tom looked up at her and asked, “What the hell do you want?” Being a lady, Beverly passed off the remark as if she hadn’t heard it. If any embarrassment existed it was with me as Tom’s rudeness took me completely by surprise. He continued to talk as if this was his standard operating procedure.

My first assignment with Tom was at a local ship repair yard in Harvey, Louisiana. It involved a deck barge some 250’ in length by 50’ wide and 11’ deep that was setting about 3’ off the ground on oak timber blocks. Tom informed me that the barge had run aground and the bottom was damaged. He told me that I was to go under the barge and make note of the damages and that I should stay there until I finished even if it took all night. He instructed me to measure and make notes of the extent of the damage being sure to depict the location so that descriptive damage survey could be written and used by the repair yard to submit a bid price. I was under the barge until 2:30 in the morning! Tom believed in throwing a new hire to the wolves to test his metal and what he called stick-ability.

Throughout my employment, Tom displayed a very bad and an extremely violent temper. He would mouth off to anyone whenever he was displeased and thought nothing of using every curse word in the book. His phone conversations were peppered with foul language. Tom held his tongue for no one.

A story to emphasize the point of his colorful language involves a boat owner/client that lived down a Louisiana bayou. The Duval Transportation Company was owned and operated by twin brothers that Tom spoke to frequently on the phone. The conversations were always laced with foul language on both ends of the line. While on a job down the bayou Tom and I decided to stop in and pay a visit to the Duval’s. Upon meeting one of the brothers exclaimed that it was hard to believe that all that foul language came out of such a short runt! All those years he thought that Tom was over six feet tall; soon after that meeting they both had more respect for each other.

Beverly told me that she had heard this language from Tom all their married life, and to her it was no different than his saying “pass the butter”. Even though Tom spoke to Beverly in this way, his love for her was evident in the way he looked at her. Tom termed his colorful language as “Shipyard Vernacular”.

Many times he cursed me, but over time I learned how to handle his temper and moods. Being fairly intelligent myself, I decided to never allow Tom to see me angry. I would grin at him so he could see that I was not affected by his tirades, which caused him to explode. You could watch his face redden to a hue of rage. During my 11 years with Tom I learned that in order to control Tom and his moods it was best to divert his thoughts from what made him angry, which he was most of the time. I remember one time I arrived at his office about an hour later than usual and he started to mouth off at me with his normal cursing. He was wearing an old shirt that he referred to as his “comfort” shirt that he wore daily in his office hanging ever so carefully on a hanger when he headed out. Without thinking much of what effect it would have I asked, “when’s the truck due here?”

Tom was so enraged it took about 10 minutes before he asked “What [bad word deleted] truck are you talking about?“

I retorted, “The Salvation Army truck, to pick up that rag you’re wearing.”

This made him chuckle and took his mind off of what he was angry about.

Beverly reveled whenever I handled him in this way because it left him speechless.

The long and short of this is that Tom Stanley was a great man much taller than his physical stature! In spite of his shipyard vernacular and the bravado stance he portrayed, he was a very kind man and always ready to help anyone in need, even when he was taken advantage of.

He also was an avid believer in safety, had a strong dislike for misuse and neglect of marine equipment and vessels and was quick to tell anyone of this when he saw it happening.

Tom taught me my profession and everyone that knew I worked with Tom respected that fact. All of my knowledge of Marine Surveying and Consulting stems from my working with Tom.

The best thing i can say about Thomas l. Stanley, jr. Is that he was truly my treasured friend, to whom i will always be grateful for the privilege of having known him. I have a feeling that my meeting tom was brought about by a divine intervention, which has always played a big part in my life.

Tom has passed on, and i feel that wherever he is he is giving someone holy hell. Though gone, he is to me and many others, unforgettable.

Editors Note: I remember Tom Stanley from my early days as a surveyor in New Orleans. He was quite a character. Mr. Stanley was a Charter Member of NAMS, retired in 1989, and died in 1995. During his NAMS membership he was an East Gulf Regional Director and served on the regional Screening Committee.

Shell Contractor’s Role In Checking Tow Setup Under Scrutiny

Near the end, after a number of broken tow connections and tow ship engine failures, after a mistakenly dropped anchor and scary rescues of crew, after five days in an escalating Gulf of Alaska storm, two boats finally had Shell’s unwieldy oil drilling rig, the Kulluk, under tow. Jon Skoglund, skipper of the Kulluk’s Louisiana-built tow ship, the Aiviq, testified Thursday before a Coast Guard investigation panel about that fleeting control as well as problems with his vessel’s fuel, concerns about the voyage route, and other factors that may have contributed to the drilling rig’s Dec. 31 nighttime grounding south of Kodiak Island. The Aiviq, whose crew resurrected all four failed engines at sea, and the Alert, a Crowley Marine Services tugboat sent to help, earlier that day drew up close to the drifting, unmanned Kulluk. They connected to broken tow lines in extreme conditions and at last were making way, Skoglund said.v So what changed? asked Cmdr. Joshua McTaggart, the Coast Guard’s lead investigator of the grounding. “I’d have to go back and check my accuracy with the log, but I believe we were instructed to change course and that made a considerable difference in our headway,” Skoglund answered.

By then, a unified command team that included the Coast Guard, Royal Dutch Shell, and Aiviq owner Edison Chouest Offshore was giving orders from an emergency command center set up in the Anchorage Marriott Downtown. The boats and drilling rig had been headed to the closest safe refuge from the storm, but were instructed to go to “the vicinity of Kodiak” instead, Skoglund said. The Kulluk began pulling them back. The Aiviq’s tow line broke, then, as Alert was being pulled to shore, Coast Guard Capt. Paul Mehler ordered it to cut its line. The abandoned Kulluk hit the rocks. A hearing that is part of the broader formal marine casualty investigation wrapped up Thursday afternoon after nine days of sworn testimony by more than a dozen witnesses, including Shell managers, assorted boat captains, a high-ranking Coast Guard officer and various other players in the complicated machinery running the Kulluk tow operation. Investigators canceled Friday’s testimony, which was going to feature a towing expert. Shell’s contractor in charge of the failed December tow, John Becker of Offshore Rig Movers International, was on the witness list but didn’t testify because of a family emergency. McTaggart’s report on the investigation is due July 5 to Rear Adm. Thomas Ostebo, commander of the Coast Guard in Alaska. It must be approved by the Coast Guard commandant in Washington, D.C., before being released to the public, McTaggart said in wrapping up the hearing. He could recommend changes in safety procedures or equipment to prevent similar problems or propose further action against individuals licensed by the Coast Guard. But he won’t assign punishment, he said.

The Aiviq was custom built for Shell to tow the Kulluk alone and succeeded in moving it from Seattle north through a Chukchi Sea storm to the Beaufort Sea drilling site then south to Dutch Harbor. When Skoglund took over command of the Aiviq in mid-December, he reviewed Shell’s plan to tow it from Dutch Harbor to the Seattle area for major off-season maintenance. He raised concerns about the near shore route and said he pushed for a more direct, southerly course in deeper water, the Great Circle route. That route would have allowed a tow line up to two-thirds of a mile long, Skoglund said. A long line sinks deep into the sea, and the weight of the line helps absorb the force of rough weather. Plus, being further off shore gives a ship “sea room,” a distance that can prevent a grounding, he testified.

Becker agreed with him, Skoglund said, but they were overridden by Noble Drilling Corp.’s need to be near enough to shore for evacuation of hurt or ill crew members riding on the Kulluk. On Dec. 22, the day after the Kulluk and the Aiviq left Dutch Harbor, Skoglund said he again pushed for a southern route but didn’t get permission to change course until Dec. 25 as he saw rough weather coming up on them. Coast Guard investigator Keith Fawcett asked Skoglund about the ship’s fuel. The Aiviq loaded up with 440,000 gallons of diesel at the Delta Western fuel dock in Dutch Harbor, Skoglund said. A biocide agent often is added to fuel to prevent algae and filter-clogging slime, Fawcett said. The Aiviq’s chief engineer testified earlier that slime damaged dozens of fuel injectors and caused the engine shutdowns but he didn’t know what caused the slime. “Do you know if biocide was introduced into the fuel of the Aiviq at any point?” Fawcett asked. “To my knowledge, we had never treated those fuel tanks with biocide,” Skoglund answered. The Aiviq’s fuel is still undergoing testing, according to the Coast Guard. Despite the troubles, the Aiviq was, and still is, capable of towing the Kulluk alone, Skoglund said. That arrangement eliminates the risk of two tow vessels crashing into each other or the rig, he said. The tow setup included a 90-foot length of heavy surge chain, and the tow line was 31/2 inch-thick wire, which also is heavy. That gear serves as an underwater spring in rough water, he said. Also on Thursday, the first hint of blame arose in the hearing. Shell’s standards manager for offshore operations, Jonathan Wilson, testified by phone from London about how after the grounding, the damaged Kulluk was towed from Kiluida Bay back to Dutch Harbor by three vessels with heavy tow gear. The vessels between them had 300 metric tons of pulling power, compared to 200 tons for the Aiviq alone. A backup tugboat and an oil-spill response vessel added to the flotilla. Shell lawyer Gregory Linsin asked Wilson his reaction to earlier sworn testimony by a Shell contractor, warranty surveyor Anthony Flynn of oil and gas consultant GL Noble Denton. The company was hired to verify the Aiviq-Kulluk tow setup. Wilson testified that he was surprised when Flynn said his work wasn’t intended to check the adequacy of the setup against marine industry standards or engineering calculations but just was making sure the gear conformed with Shell’s tow plan. Shell now is doing an internal review of its worldwide towing operations, Wilson said. Source : Stars & Stripes. COURTESY Steven P. Weiss, NAMS-CMS, President

Crowley tug team recognized for Kulluk rescue tow

The captain and crew of Crowley’s Prevention and Response tug (PRT) Alert have been personally recognized by Representative Eric Feige from the Alaska State Legislature for courage, teamwork and professionalism during the emergency rescue tow of the drill barge Kulluk off the southern point of Kodiak Island.

During a recent meeting, he presented them with a letter of commendation from the members of the 28th Alaska State Legislature, which stated the following: “The crew safely and methodically adapted to changing conditions, used their training to identify and manage hazards, and then performed each task to minimize the risks associated with those hazards…We express our admiration and respect to each man individually, and to the crew for its superb teamwork, conducting themselves at all times as professional mariners in an extreme and challenging incident.”

Typically used for tanker escorts to and from the Alyeska Valdez Marine Terminal, the 10,192-horsepower Alert departed Valdez in response to the Unified Command’s request for assistance and arrived on scene to find Kulluk adrift at 4.5 knots in rough weather and sea conditions. The crew of Alert was able to catch a training line from Kulluk, despite having their deck awash by 30-foot seas, and proceeded to tie off and commence tow. The crew slowed and re-oriented the Kulluk’s drift so that the original towing tugboat could secure a connection to the drilling rig. However, with increasing heavy weather the original towing tug connection parted after approximately 10 hours. Once attached, Alert remained tethered by emergency tow line to the Kulluk and continuously maintained tow. With 54-foot seas and 40 to 50 knot winds, the Alert was being pushed backwards up to two knots toward the Kodiak Island shore. A day later, the Unified Command directed the Alert to release the tow wire. Only after confirmation of the order, did the crew of the Alert reluctantly release their tow wire. As stated in the commendation referencing the U.S. Coast Guard’s investigation of the incident: “The tug Alert and all of Crowley Maritime Services [Crowley] equipment used in the evolution of the rescue attempt and towing of the Kulluk performed flawlessly, met and exceeded standards.” Following the formal recognition of the crew by Rep. Feige, he along with Mayor Dave Cobb from the City of Valdez, spent two hours touring the Alert and individually congratulating each member of the crew including: Captain Rod Layton, Brad Burger, Brett Spellman, James Mueller, Craig Matthews, Leroy Edenshawn and Walt Nickerson. “This was a fine tribute to what we value – our people, operational excellence and innovation,” said Charlie Nalen, Crowley’s vice president of Valdez Operations. Crowley’s Valdez operation includes personnel and specialized tugs to help protect the environment through a contract with Alyeska Pipeline Service Company’s Ship Escort/Response Vessel System (SERVS). As part of the commercial partnership, the company provides tug escorts for tankers traveling through Prince William Sound to and from the Valdez Marine Terminal, assuring safe passage, even under the most extreme winter weather conditions and also provides secure docking and undocking operations at the oil product loading terminals. Primary tugs in the area include both Alert and Prince William Sound class vessels, all of which were specifically designed for tanker escort and assist work in the region and feature best-in-class technology, firefighting, emergency and oil spill response capabilities. Annual emergency tow exercises of loaded tankers conducted by SERVS well prepared the Alert crew for the Kulluk rescue tow. Source : Marinelog Courtesy Maritime Clippings

Attention to all persons who board ships

Novel Coronavirus (NCOV) – Now known as Middle East Respiratory Syndrome Coronavirus (MERS-COV)

Background as of June 5, 2013:

  • 55 people have been confirmed to be infected with a new virus!
  • More than half of the people infected have died from the virus!

Most cases have originated from the Arabian Peninsula (Jordan, Qatar, Saudi Arabia and United Arab Emirates).

Several cases have been reported in Italy, France, the UK and Tunisia; however these cases originated from travel to the Arabian Peninsula or from close contact with a sick person who had traveled to the area indicating a person-to-person transmission.

Infected persons have suffered a very severe, pneumonia-like illness.

Consider a crew member or passenger as “Suspicious” if they have the following symptoms:

  • An acute respiratory infection, which may include fever of greater than or equal to 38°C or100.4°F
  • Cough and shortness of breath, and History of travel from the Arabian Peninsula or neighboring countries within 14 days; or Persons who develop sever acute lower respiratory illness who are close contacts of an ill symptomatic traveler who developed fever and acute respiratory illness with 14 days after travel from the Arabian Peninsula or neighboring countries.

Agents, please share the following with vessel masters, owners, operators and charterers

Isolate Suspiciously Ill Crew Members

Suspicious ill crew members and passengers should be isolated in a private cabin until they are evaluated by a doctor to prevent transmission to others. Contact with other passengers and crew should be minimized. If masks are available, the ill crew member or passenger should wear a mask while not in isolation to prevent further spread.

Notification Requirement

U.S. Foreign Quarantine Regulations, 42 CFR Part 71.21, require the master of a ship destined for a U.S. port to immediately report the onboard occurrence of any death or any ill person among passengers or crew to the quarantine station with jurisdiction over the port at which the ship will arrive.

Note: For vessels arriving on the Lower Mississippi River, Masters should notify the Quarantine Station in Houston, TX at (281) 230-3874.

Houston Quarantine Station Jurisdiction

The Centers for Disease Control and Prevention (CDC) operates a quarantine station in Houston. The station’s jurisdiction includes all ports in East Texas (Health Districts 4–7) and Louisiana. The station also oversees the Dallas Quarantine Station’s jurisdiction of North Central Texas (Health Districts 1–3), Arkansas, Kansas, Oklahoma, and Missouri.

Quarantine Station Activities

  • Respond to reports of illness or death on airplanes, cargo vessels, and other conveyances at international ports of entry within jurisdiction.
  • Review medical records of immigrants who will reside permanently in the United States. Notify state and local health departments and refer immigrants with specific medical conditions.
  • Partner with other federal agencies, local and state health departments, private medical providers, and hospitals in preparedness activities related to quarantine and isolation at ports of entry.
  • Monitor importations that may have pathogens infectious to humans.
  • Dispense immunobiologics and investigational drugs upon requests made to CDC.

Vessel master’s are also highly encouraged to notify the us coast guard, us customs and border protection and all pilot associations!!! Courtesy Louisiana Maritime Association, Metairie, Louisiana, USA

USCG – electrical equipment in hazardous locations

The US Coast Guard proposes to amend its regulations concerning electrical equipment in hazardous locations. The amended regulations would apply to foreign mobile offshore drilling units (MODUs), floating facilities, and vessels that engage in US outer continental shelf (OCS) activities for the first time after the effective date of the regulations. They would also apply to newly constructed US MODUs, floating facilities, and vessels (other than offshore supply vessels) that engage in US outer continental shelf (OCS) activities.

The proposed regulations would expand the list of national and international explosion protection standards deemed acceptable, as well as add the internationally accepted independent third-party certification system, the IEC System for certification to Standards relating to Equipment for use in Explosive Atmospheres, as an accepted method of testing and certifying electrical equipment intended for use in hazardous locations. The proposed regulations would also provide owners and operators of existing US MODUs, floating OCS facilities, and vessels (other than OSVs) that engage in OCS activities and US tank vessels that carry flammable or combustible cargoes the option of choosing between the compliance regime contained in existing regulations and the new regime.

Comments on the proposal should be submitted by 23 September. 78 Fed. Reg. 37760 (June 24, 2013). Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting [email protected] Website © Dennis L. Bryant

BMT Acquires Verweij & Hoebee

To further strengthen BMT’s market position in blue water surveys, BMT Group Ltd, the leading international maritime design, engineering and risk management consultancy, is pleased to announce the acquisition of marine survey and consulting engineers, Verweij & Hoebee. A co-founder of the Association of Marine Surveyors and Consulting Engineers, Verweij & Hoebee was established in 1913 in the Netherlands and has built a strong reputation as a leading provider of both blue water (coastal) and brown water (inland) Hull & Machinery (H&M) surveys in Europe.

Bruce Verweij, Managing Director, comments: “This acquisition actually gives us the best of both worlds. As a part of the BMT group we can fall back on the many facilities within the group, share our knowledge with them (both technical knowledge and that of the markets) and make use of BMT’s international network to reach new customers. Whilst at the same time, we can remain a smaller specialist company serving a niche market in Europe.

The long-term relationship we enjoy with many of our customers is based on trust and personal contact. We can now offer these customers a wider service, whilst retaining the identity and personal service for which the company is renowned. As no family successor is available, the invitation to join the BMT group has allowed the continuity of our “family company” (which will become 100 years old in July 2013) within a larger family.” With a team of 14, Verweij & Hoebee has offices in both Amsterdam and Rotterdam and has been in the ownership of the same family since its formation. Peter French, Chief Executive of BMT Group explains: “We’re very pleased to be able to welcome Bruce and his team to BMT. This acquisition complements the wealth of experience and technical expertise that our surveying companies have in marine casualty investigation, H&M surveys, audits and specialist independent consultancy. Having Verweij & Hoebee as part of the BMT group will allow us to offer a much wider and in depth service to the Northern Europe market and will support the continued growth of our worldwide network of H&M surveyors.” Courtesy Collection of Maritime Press Clippings, News reports received from readers and Internet News articles copied from various news sites.

U. S. Department of Homeland Security – USCG marine accident investigation

The Department of Homeland Security (DHS) Office of Inspector General (OIG) issued a report on marine accident reporting, investigations, and enforcement in the US Coast Guard. The report states that the Coast Guard does not have adequate processes to investigate, take corrective actions, and enforce federal regulations related to the reporting of marine casualties. These conditions exist because the Coast Guard has not developed and retained sufficient personnel, established a complete process with dedicated resources to address corrective actions, and provided adequate training to personnel on enforcement of marine accident reporting. As a result, the Coast Guard may be delayed in identifying the causes of accidents; initiating corrective actions; and providing the findings and lessons learned to mariners, the public, and other government entities. These conditions may also delay the development of new standards, which could prevent future accidents. The Coast Guard concurs in the recommendations made in the report. OIG-13-92 (5/31/13).

Note: This report documents and well-states a long-existing deficiency. The major cause of this situation is lack of resources. Congress is excellent at assigning missions and tasks. It is less proficient at appropriating funds to accomplish those missions and tasks in a workmanlike manner. Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting [email protected] Website © Dennis L. Bryant

Industry Unites In Call For Accident Reports

Top-level moves have been backed to ensure that flag states publish the results of investigations into casualties involving ships on their registers. Unions and owners are jointly lobbying the International Maritime Organization over the failure of some flag states to submit investigation reports to the UN agency in line with the requirements of key conventions.

And the International Federation of Ship Masters’ Associations has submitted a paper to next month’s meeting of the IMO’s Maritime Safety Committee highlighting the continuing absence of a report on the loss of the Panamanian-flagged livestock carrier Danny F II in 2009, in which 40-plus seafarers lost their lives.

‘It is wholly unacceptable that some flag states flout the international requirements for marine accident investigations,’ the IFSMA paper states. ‘Such failures mean that potentially valuable lessons go unlearned and that reputable flag states which invest in the resources and staffing needed to conduct such investigations are further unfairly disadvantaged.’ IFSMA warns that the problem poses a serious challenge to the IMO secretary-general’s aim of halving the death rate at sea over the next two years, because of the loss of significant information about the causes of accidents.

In another paper to the IMO, the International Transport Workers’ Federation and the International Chamber of Shipping stress that flag states should investigate all ‘very serious marine casualties’ involving the total loss of a ship, a death or severe damage to the environment.

‘The lack of investigation and accident reports hinders the development of appropriate measures by IMO to address the cause of serious incidents in which seafarers may have lost their lives,’ said ITF acting general secretary Steve Cotton.

And ICS secretary general Peter Hinchliffe added: ‘It also frustrates efforts by ship operators to learn from the reports and to amend or develop new procedures, or implement other measures to prevent or mitigate similar future incidents.’

The ITF and ICS have jointly proposed that the IMO should give further consideration to what constitutes ‘a very serious marine casualty’ and the extent to which flag states should retain their existing freedom to determine whether the results of any investigation should be submitted to the organisation.

As a first step, they have suggested that the IMO could consult with the International Civil Aviation Organisation on whether any lessons might be learned from the approach taken towards the submission and dissemination of accident reports within the aviation industry. 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 protected]

UK – Bumper Pool In Immingham

The UK Marine Accident Investigation Branch (MAIB) issued the report of its investigation of the collisions between the cargo vessel Alexander Tvardovsky, the dredge UKD Bluefin, and the cargo vessel Wilson Hawk in Immingham on 1 August 2012. While maneuvering to depart, the Alexander Tvardovsky collided with the stationary dredger, which was then pushed into the cargo vessel Wilson Hawk, which was discharging cargo alongside. All three vessel incurred damage, but there were no injuries and no pollution. Investigation revealed that the automatic machinery control system on the Alexander Tvardovsky had been inoperative for two months, but this had not been reported to the ship’s manager or classification society. The ship’s arrangement for manual engine control was inadequate for any but emergency use. The pilot was not informed of the engine control problems. Using the engine order telegraph, the bridge personnel directed a change from astern to ahead and then an increase in speed. The engineer operating the gearbox solenoid valves encountered a problem and the propeller direction was not changed. The increase in speed (astern) resulted in a loss of control and the ensuing collisions. Report 10-2013 (6/3/13). Courtesy: Bryant’s Maritime Blog

Australia – Report On Longshoreman Fatality

The Australian Transport Safety Bureau (ATSB) issued the report of its investigation of fatal injuries incurred by a longshoreman on board the general cargo ship Weaver Arrow while berthed in Newcastle, NSW on 23 September 2012. The longshoreman was climbing down the cargo of aluminum ingot packs to work on a lower tier of the cargo when the packs toppled over, crushing him. It is usual for some longshoremen to climb up or down ingot packs rather than use the ladders provided. The stevedoring company’s procedures did not adequately address the risk of cargo toppling nor did it adequately monitor work practices of its longshoremen. MO-2012-10 (6/4/13). Courtesy: Bryant’s Maritime Blog

Master Killed By Falling Container

Crew members on a BP tanker failed to follow important risk safeguards before a fatal accident in an Australian port, an investigation has concluded.

A tug master died after being struck by a 98 kg insulated stores container which had slipped from crane slings while the Isle of Man flagged British Beech was taking on provisions and spare parts in Brisbane in December 2011.

A report by the Australian Transport Safety Bureau (ATSB) says that crew members on the 106,138 dwt tanker had poorly rigged the container for the lift back to the barge and had failed to properly consider how it should be slung, the weight of the load being rigged, the positioning of the rigging slings and the effect the movement of loose packings might have on its stability during the lift.

Investigations revealed that the storing operation had not been discussed between the tanker and the barge, no coordinated plan had been developed and the two crews were having to use hand signals or shout to each other because no method of effective communications had been put in place.

‘This was exacerbated by an assumption that the barge crew must be watching and resulted in no one checking the area was clear and no warning of the impending return of the container being given,’ the report adds.

Most of the risk mitigation measures set out in the Code of Safe Working Practices and the ship’s job hazard analysis were not in place or had been ignored, the ATSB said. Although two third officers were taking part in the operation, neither had been assigned as the officer in charge. The tug crew had also failed to follow their job hazard analysis, the report notes, and it suggests that seafarers on both the vessels had viewed the storing operation as a mundane task and had consequently ‘developed a false sense of security about the dangers associated with loading and unloading stores’.

The tug master had been involved in ‘a remarkably similar incident’ seven years earlier, the ATSB found. However, ‘that serious near-miss and other incidents of falling stores containers or items went unrecorded,’ the report stresses.

Following the accident, the tug and barge company switched to the use of purpose-built steel cage frames for lifting pallets and containers and the ATSB said this greatly reduced the risk of similar accidents in future. The report also notes that BP Shipping took immediate steps to review and amend its lifting procedures as a result of the incident. Courtesy Flashlight

LinkedIn Marine & Cargo Surveyors Group Discussion

The question was first asked ‘Why do we have a big discrepancy on the values of the same surveys?’ As may be expected, several members of the group have contributed their opinions.

The first thing to consider when discussing pricing structures is that you are comparing like with like. It was thus considered that a PPCS (Pre-purchase Condition Survey) on behalf of a client should be the yardstick. Several comments were received, eg, ‘If you pay peanuts, you will get monkeys’, etc.

The question was also raised as to whether there should be a price fixing structure in place for marine surveyors. Most of the participants disagreed with this, stating that market forces should prevail so that the better surveyors will float to the top whilst the rubbish sinks out of sight.

It was also pointed out that many prospective ship buyers will try to screw down the surveyor on price. Many don’t understand why this should be so; after all, they will be depending on the report when spending millions on the purchase.

Our profession comprises many smaller surveying companies who are in competition with each other so that there is little cooperation relating to services and prices. It’s dog eat dog out there! This is how the less scrupulous clients get the knock down prices for a PPCS.

Whilst I disagree with any price fixing, I believe that there could be a minimum price set for certain types of survey. However, this will again depend on a local situation, eg, surveys in the Philippines cost a lot less than in Hong Kong where overheads are a lot higher.

It is often the newbies who are charging less although some companies will charge less once they have passed their monthly break even targets. We were all rookies once and charged lower fees to gain entry to the market. With experience came higher fee rates which is a recognised progression in all professions.

BTW, the best comment, from Dave Johnson, was ‘If you think experts are expensive, wait until you see what amateurs will cost you!’ Mike Wall Courtesy Flashlight

‘Tick-Box’ Culture A Threat To Confined Space Entry Safety

A P&I club has warned that ship inspections have revealed ‘an alarming trend of tick-box culture’ during entry into enclosed space operations.

The London Club said last month that it was disturbed to note an increase in the number of negative findings being recorded in relation to enclosed space entry, despite the long-standing shipping industry efforts to reduce the number of incidents.

Inspectors had found repeated problems, such as:

  • completed single permits to work to cover entry into multiple enclosed spaces
  • safety equipment not in place despite checklists being signed off
  • no evidence that crew had considered how a rescue would be carried out
  • no provision for continuous monitoring of the atmosphere of the space
  • monitoring equipment in a ‘dubious’ state or with no evidence of calibration to statutory requirements.

The club said it was alarmed at the evidence of a ‘tick-box culture’ and stressed the need for masters and officers to properly consider and verify the measures required for a permit to work to be granted.

And it also warned that it is not acceptable practice to allow a single permit to apply to multiple space entries —pointing out that the requirements will vary according to such factors as location onboard, status of the ship, concurrent work, previous contents of the space and the type of work being conducted within the space.
The club’s loss prevention bulletin pointed out that there is at least one case in which a responsible officer has faced criminal charges for allowing an operation to be conducted in an unsafe manner.

There are continuing concerns that incidents are continuing to occur and more should be done to ensure that all ships carry atmosphere testing equipment.
There is still no mandatory carriage requirement for oxygen meters on many ships and there is a need to change the culture to ensure that these are used all the time and break the human instinct to go into a tank to rescue people without checking first.

Evidence shows that 73% of enclosed space deaths occur on vessels other than tankers, and training on other ship types needs to be brought to the same standard, with mandatory pre-entry drills that should also include the use of oxygen meters.’ Courtesy Flashlight

LNG inland tanker – the first inland ship completely powered by LNG

Every good idea starts with a vision. In cooperation with Vripack, Peters Shipyards just launched the first LNG-electric powered inland vessel of Europe. So, with breaking the bottle of champagne on the hull of the Greenstream LNG inland tanker a new era begins.

The LNG Greenstream Tanker is an innovation in coastal and inland navigation. The bold goal of the two forward thinking companies was to take several big steps forward in areas of sustainability, safety and efficiency. The LNG Greenstream Tanker is strikingly different from the average inland tanker and not only because of the revolutionary LNG drive system or her distinguished looks.

According to Bart Bouwhuis of Vripack, the combination of Peters Shipyards and Vripack may seem strange at first glance, but it turns out quite logical though. “We soon saw the many opportunities that fresh thinking would give to commercial shipping. We could make good use of our vast knowledge of smart design and naval architecture and introduce it the traditional field of inland commercial shipping. Together with Peters we soon could see the added value”, Bart says.

The design, the shape and performance of the LNG tanker are revolutionary. Traditionally, the wheelhouse of an inland tanker is located at the back of the ship. To achieve more effective propulsion with a better trim and an optimum weight distribution of the vessel, Vripack placed the wheelhouse at the bow of the vessel. Apart from the energy saving, a forward positioned wheelhouse provides a better view for the crew, increasing the safety on crowded waterways. Bart explains: “Vripack offers in-depth knowledge in optimalisation of hull forms – a skill that is perfectly transferable between commercial and private vessels. This is demonstrated in this design by means of the modernized design of the underwater vessel, unlike the traditional blunt bow and full stern. This is exactly where we push the design to come up with different solutions that create more cargo space, improve the relationship between weight and resistance and ultimately succeed in lowering fuel consumption. A vital element for commercial shipping.

The Greenstream is powered by two LNG-packs each with two gas engines of 300 Kw, which also supply the power aboard. The use of LNG reduces CO2 and nitrogen oxides (NOx) emissions by more than 25% and 80% respectively and does not emit any sulphur dioxide (SO2) or particulates. The electric-powered Greenstream not only significantly reduces harmful emissions but is also less noisy which, for inland navigation in particular, is a great advantage.

A sister ship is already in built and with Shell chartering the vessel for the coming years the LNG Greenstream Tanker proves a leap is taken in innovative and sustainable navigation for now and in the years to come!

Technical specifications
Designer : Vripack
Naval architect : Vripack
Builder : Peters Shipyards
Length : 110,00 m (361 ft)
Beam : 11,40 m (37 ft)
Materials : steel
Hull type : tanker
Engines : Scania

Courtesy Collection of Maritime Press Clippings, News reports received from readers and Internet News articles copied from various news sites.

Korean Shipper To Offer Services On North Pole Route

A South Korean shipper plans to launch a pilot shipping service on a North Pole shipping route starting in August to bring shipments from Europe into the country, the maritime minister said. In an interview with Yonhap News Agency, Maritime Minister Yoon Jin-sook said the ministry has consulted with ship owners and shippers about the Transportation of energy and bulk cargo via a North Pole route.

“The government will provide shippers who participate in the pilot shipping service on a North Pole route with benefits like a reduction and exemption of port tariffs,” she said. When shippers travel to Europe via a North Pole route, they could reduce their travel time by 10 days compared to a shipping route linking Southeast Asian countries and the Suez Canal, the ministry said.

A new route over the North Pole is drawing attention as the melting of ice in the Arctic Ocean raises the feasibility of using it as a shipping route. Experts said that the port of Busan in South Korea and other ports in the western part of Japan may emerge as new hubs of global maritime transportation if a shipping route across the North Pole opens. There is a high possibility that Hong Kong and Singapore may lose their competitiveness in the global ocean transportation industry, they said. Last year, the government planned to ship scrap iron into the country via a North Pole route but failed to do so due to soaring scrap iron prices in Europe and a drop in the ocean freight charge. Source: Yonhap. Courtesy Collection of Maritime Press Clippings.

Other Links

The Pipeline and Hazardous Materials Safety Administration has issued an emergency order mandating a recall of cylinders manufactured by The Lite Cylinder Company, Inc. (Lite Cylinder). PHMSA also terminated the company’s authority to re-qualify and manufacture DOT cylinders.

Click here to see the article.


When I have insurance losses
And my company won’t pay,
The other underwriters come
To shake my hand and say,
“You’ve been cheated, you’ve been swindled,
You’ve been treated very badly.
If you’d given us the business
We’d have settled with you gladly.”
But here’s a strange coincidence
When he is on the pan,
I have difficulty finding
My own insurance man.
He’s always out. And I have learned
Through telepathic science
That he’s busy sympathizing
With the other fellows’ clients.
By James A. Quinby
The Street And The Sea


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