May 2019

Jennifer Yovan, Office Manager, [email protected]
Greg Gant, President
David Pereira, Vice-President
Richard Falcinelli, Secretary
Matthew Knoll, Treasurer
Immediate Past President, Steven P. Weiss
Phil Peterson, E-News Editor


The President's Corner

Howdy…

The 2019 NAMS National Marine Conference was a huge success.  Spring was well underway at Vancouver, Washington when we arrived; cherry trees blossoming in all directions although still a bit crisp in the early morning and late evening.  Our attendance was down a bit; but we continued to present speakers to each of our specific survey disciplines; as well as to the broader interest of all.  Our keynote speaker, Mr. Brad Livingston is not a marine professional, but his life was changed in a preventable industrial accident.  Brad offered his personal story and motivation for safety stressing the dangers of Pride; Shortcuts; Attitude; and Complacency on the worksite; an engaging and thought-provoking presentation to set the tone of the conference.  As we enter the summer season, the busiest time of the year for many of us, please be vigilant and safe.  We all work in locations where we may be just that one step away from accident or even at a site that just experienced an accident and all the infrastructure is gone or damaged – Be Safe in everything you do!  Our last speaker, again, a bit of a departure from our norm, Ms. Celia Howes – a criminal defense attorney – spoke on the role of the surveyor in conducting marine investigations for the defense.  A very well presented and interesting analysis of the investigation of a boating accident.  Thanks to all our great speakers for making the conference a success! 

With the 2019 conference in the books, we are looking forward to next year and are looking toward the east.  We try to fit the conference between Easter and spring break; and the beginning of the work season for those of you from the colder climates.  If you have a suggestion for a site, please advise the national office.  Current suggestions are Houston, New Orleans, and Tampa.  We need to narrow this down in the next few weeks and start the detailed planning.  Putting on our National Conference is a time-consuming activity for our office personnel and many more volunteers.  I’m looking forward to seeing you next year at the conference.

NAMSGlobal’s continuing education requirement is for 24 hours over a two-year period; 2019 and 2020.  Those of you who attended the conference are already half way there and can complete it at next year’s conference.  Our industry is changing more quickly than ever.  CE is not just a requirement of NAMS-Global, it’s a necessity for you to maintain your competency.

Remember, each time you sign a letter, report, or email and include the “NAMS-CMS” moniker, you are representing the professionalism that is NAMSGlobal.

Learn Something and Share Your Knowledge Everyday




View From the Helm of The NAMSGlobal eNews

We had an excellent national conference in Vancouver, Washington, in March, and many thanks to those who made it possible.  Our kick-off speaker received a standing ovation on his first hand story on safety in the workplace, and the other presentations were also very well received.  David Pereria, Vice President, has posted a thread on our new Surveyors Discussion Forum requesting input for the locations of next year’s national conference. 

Thanks to Matt Knoll for getting the NAMSGlobal Surveyors Discussion Forum up and running.  We are a diverse group spread over a large area, and it gives us an opportunity to share information and answer questions from other members, and pose our own. 

                                  
                                      President Greg Gant thanking Capt. Bruce Jones of the
                                  Columbia River Marine Maritime Museum after his presentation

Don’t hesitate to send any feedback on the NAMSGlobal eNews letter.  Too short, too long?  Articles that are very relevant, or not relevant?  Our goal this year is to have a new issue bi-monthly.  Drop me a line at petersonmarinesurvey@gmail.com

NOTE:  When the eNews is longer than your email program can handle, your email message may show ”[Message clipped]  View entire message” in the bottom left hand corner of your screen.  Click on that link to see the entire edition.

Phil Peterson, NAMS-CMS
Editor, NAMSGlobal eNews




Applicants/Members Change in Status

Name                            Applying For               Region                      Sponsored By

Marc Felterman                    Associate                        East Gulf                        Anthony Anselmi

William Bennis                          CMS                         New England                        Neil Rosen                 

Cameron Smith                     Associate                    Western Rivers                       Roy Smith

William Shaw                        Apprentice                    New England                  Reinier Van Der Herp                 

John Prentice                       Apprentice                    South Pacific                         William Fox   

Adam Barras                            CMS                             East Gulf                        James Stansbury

Vern Henley                          Apprentice                     North Pacific                         John Baird



New Members Elected

Name                            Applying For               Region                      Sponsored By

Danny Duzich                        Certified                    West Gulf                         Harvey Spiller

Jeff Halbritter                         Certified                    South Pacific                       Felix Holder

Trevor Salmon                       Certified                   Western Canada                Dick Frenzel

James Paige                          Certified                    West Gulf                           Bill Duval     

Dana Collyer                         Certified                     New England                    Neil Rosen

George Pereira                     Certified                     West Gulf                          Peter Kolp

Jacques Boudreaux               Certified                      East Gulf                           Kyle Smith

Dusan Corovic                       Certified                   International                   David Swearengin

James McGee                        Associate               Western Rivers                   Fred Wright

Myles Greenway                    Associate              Central Atlantic                  John Wilson, III

Dean Ford                             Associate               South Pacific                 J. Jay Flachsenhar

Zachary Simonson-Bond       Associate                North Pacific                   David Jackson

Tony Fergusson                     Apprentice             Central Atlantic                  David Scott

Anthony Pelliccio                    Apprentice                  New York                      Safdar Khan

Decatur Marine                        Affiliate                   Central Atlantic                 Roy Smith



Members Retired

Ian Cairns                Mark Mastrangelo           Dana Noland                Richard Learned

Janet Peck               George Farrell                Bruce Cibley                Kenneth Rorison

Michael Taylor          Branden Schmidt            Arnold Lachmann        George Leonard



Upcoming Educational Opportunities

*NAMS North Pacific Meetings*

June 5, 2019
Starts at 1800 at the Brick House Bar and Grill 714 Bay Street Port Orchard, Washington to discuss current NEC 555 and ABYC E-11 ELCI regulations and recommendations. Mr. Tom Daoust (Fisheries Supply, Seattle) will present what's available in shorepower isolation transformers, ELCI breakers, and related technology. 1 CE will be offered.

Sept. 12, 2019 Tacoma, WA
CLICK HERE to view North Pacific events


* AMERICAN BOAT AND YACHT COUNCIL *

June 11, 2019  Annapolis, MD
ABYC Breakfast Meeting – Expert Witness
https://abycinc.org/events/EventDetails.aspx?id=1226074&group=

August 6-8, 2019  Annapolis, MD
ABYC Marine Electrical Certification
https://abycinc.org/events/EventDetails.aspx?id=1192302&group=

August 20-23, 2019  Ft. Myers, FL
ABYC Marine Corrosion Certification
https://abycinc.org/events/EventDetails.aspx?id=1194273&group=

 

* NORTHWEST SCHOOL OF WOODEN BOAT BUILDING *

June 24-28, 2019, Port Hadlock, WA
Marine Eletrical Instensive
https://www.nwswb.edu/electricalintensive/

 August 5-9, 2019, Port Hadlock, WA
Marine Corrosion Intensive Houston, TX
https://www.nwswb.edu/corrosionintensive/


* TOWING VESSEL INSPECTION BUREAU *

June 25-27, 2019, Houston, TX
Subchapter M Auditor Certification Course
http://www.thetvib.org/event/subchapter-m-auditor-certification-course-2/

July 9-12, 2019  Houston, TX
Annual Survey of Towing Vessels Course
http://www.thetvib.org/event/annual-survey-of-towing-vessels-course-2/

September 17-20  Paducah, KY
Annual Survey of Towing Vessels Course
http://www.thetvib.org/event/annual-survey-of-towing-vessels-course-3/





NAMSWorthy Articles of Interest

 

HYDROGEN SULFIDE (H2S)
By Lawrence Riley, NAMS-CMS
Contributing NAMS E-News Editor
Texas Maritime Associates

 Where Do You Find H2S?
H2S occurs in various natural and industrial settings, most prevalent in the exploration and production (E&P) of natural gas and petroleum.  Those involved in drilling, storing, transporting or processing gas/petroleum are at higher risk from exposure to H2S.  Another industry that has to deal with H2S is the sewage/waste disposal industry, due to decomposition of organic materials by anaerobic bacteria.

H2S can be in liquid or gas form within decomposing organic materials.  The H2S containing materials are affected by temperature, pressure and agitation.  Once the H2S containing materials are released from their confinement, H2S gas will naturally commence to be released.  The released H2S gas tends to accumulate close to the surface of the liquid/solid decomposing materials to an equilibrium level.  The equilibrium level is a gas layer defined by the properties of the material that contain the H2S, the H2S itself, adding external energy (agitation, wind, temperature and pressure) will cause a change.

H2S can be recovered as a by-product of natural gas and petroleum refining operations as high quality sulphur or converted to sulfuric acid or disposed by burning in flare lines.

Sulfur dioxide (SO2) will form when burning (flaring) H2S.  SO2 is so intensely irritating that concentrations of three to five parts per million (ppm) are readily detectable by the normal person.  Yet under certain meteorological conditions and large volumes, SO2 may become more dangerous than H2S.

What Is H2S?

  • It is a gas, made up of two hydrogen atoms and one sulfur atom.
  • A highly toxic, colorless gas that is heavier than air.
  • Initial detection is usually a rotten egg smell. (0.1-1.5 ppm) then sweet to sickeningly sweet (5-30 ppm)
  • Other symptoms, eye/headache/breathing, coughing, loss of smell, pulmonary edema, loss of consciousness, death
  • A poison that can paralyze your breathing system and can kill you in minutes.
  • It is dangerous to your health in small concentrations and deadly in larger concentrations.
  • It is a short term (acute) affecting gas. 
  • It is not considered a long term (chronic) affecting gas, but short term exposure can damage nervous system.
  • A corrosive gas to certain metal components of engines, pipelines, shore/ship/barge/car/truck tanks.
  • H2S is a gas (vapor ppm) but it can be found within a liquid (liquid ppm).

Common H2S Synonyms

•  H2S                     •  Rotten-Egg Gas                    •  Swamp Gas
•  Stink Damp         •  Hydrosulfuric Acid                 •  Sulfurated Hydrogen
•  Sulfur Hydride     •  Sour Crude                           •  Sour Naphtha

WORKING WITH HYDROGEN SULFIDE (H2S)

  • H2S smells like rotten eggs, this is your initial warning, after that your nose may not detect it anymore!
  • All areas that may contain H2S should be posted with warning signs.
  • You should have a working personal H2S monitor that you tested prior to entering H2S area.
  • Your personal H2S monitor must be on the front of your clothing, within 18" of your mouth/nose!
  • Go up wind of the source!  Get out of the area!  Get safe.
  • Self rescue, and rescue other personnel on your way out of the area.
  • Go back in to rescue others, but only with a buddy, and only if wearing SCBA (self-contained breathing apparatus) and have an additional SCBA for victim.
  • First aid for victims affected by H2S, is fresh air.  Then provide First Aid if other life threatening conditions present, stabilize and remove.
  • If possible, secure the source of H2S.
  • If you have to work in a H2S zone with a known source, keep the wind on your cheek.
  • Lethal Concentration 50% of Test Population (LC50) is 713 ppm,
  • H2S is air oxidized, considered a weak acid and absorbs on metals
  • H2S solubility depends on temperature, fuel and Henry's Law "At a constant temperature, the amount of a given gas that dissolves in a given type and volume of liquid is directly proportional to the partial pressure of that gas in equilibrium with that liquid."

Properties Of H2S

   Deadly, extremely toxic explosive gas.  (Explosive Range 4.5 - 45.5 %).
   Gas is colorless and heavier than air gas.  (Vapor density 1.189 (air = 1.0)).
    Water soluble 0.4%
    Burns with a blue flame producing Sulphur Dioxide (SO2), which is also a toxic gas.
    Average olfactory senses denote a pungent rotten eggs odor at about 0.1-1.5 ppm, becoming    sickeningly sweet at around 5-30 ppm and at round 50-100 ppm a loss of smell.
   Corrosive to certain metals, so machined metal to metal seals can be compromised.
   More deadly than carbon monoxide (CO), and almost as toxic as hydrogen cyanide (HCN) gas.
   Vapor Pressure: 17.6 atm
    Freezing Point: -122° F
    Boiling Point: -77° F

H2S Threshold Limit Values

Source

Odor

TWA

STEL

IDLH

OSHA

0.01 – 1.5

10

15

 

ACGIH

 

10

15

 

NIOSH

 

 

10

100

 

 Acceptable Exposure Limits:

          Acceptable Eight-Hour Time-Weighted Average (TWA) - To avoid discomfort, the time-weighted average concentration of H2S shall not exceed 10 ppm.
          Short Term Exposure Limit (STEL) - 15 ppm of H2S is the employee’s 15-minute time-weighted average exposure which shall not be exceeded at any time during a work day.

TOXICITY

PPM Concentration

                 Health Effects

<0.02

Olfactory Detection Limits

4.60

Commonly detected, moderate odor

10

8 hr Shift Exposure Limit (TWA) / Beginning eye irritation.

15

15 minute Short Term Exposure Level (STEL)

20

Ceiling Limit for up to 10 min./shift

27

Strong, unpleasant sweet odor, but not intolerable

50

Peak Limit for up to 10 min./shift

100

IDLH (NIOSH) Common Ship Headspace Specification;

Coughing, eye irritation, loss of smell after 2-5 minutes

200-300

Marked conjunctivitis (eye inflammation) / respiratory tract

irritation after 1 hour exposure

300

Considered Immediately Hazardous

500-700  ppm

Loss of consciousness and possible death in 30 minutes to 1 hour

713

LC50 Concentration

1000-2000  ppm

Common Tank/Ship Headspace concentration; unconsciousness at once, with early cessation of respiration and death in a few minutes.  Death may occurs even if individual is removed to fresh air at once

 ppm = Parts of gas per million - part of air by volume - 1% = 10,000ppm

Detection and Effects of H2S

Every individual is different, thus individual response to H2S is not always universal, the ppm's quoted are a range.  You may be more sensitive or less.  You may become over or de-sensitized.

You can smell as little as one part of H2S in a million parts of air; however, if the concentration of gas is in the 10-15 ppm range, the sense of smell starts to deteriorate and is quickly lost, giving a false sense of security that H2S is no longer present, when it is.  Use personal detection/monitoring devices. 

When a person breathes H2S, it goes directly through the lungs and into the bloodstream.  To protect itself, the body oxidizes (breaks down) the H2S as rapidly as possible into a harmless compound.  If the individual breathes in so much H2S that the body can’t oxidize all of it, the H2S builds up in the blood and poisons the individual.  The nerve centers in the brain which control breathing are paralyzed, the lungs stop working and the person is asphyxiated.

Methods of H2S Detection

To determine the amount of H2S is present in your work area, one of the following means of detection should be used:

          Lead Acetate, Ampoules or Coated Strips - These change color (usually turn brown or black) in the presence of H2S.  The degree of color indicates the concentration.  They are not accurate and should be used only as an indicator for the presence of H2S.
          Electronic Portable Detectors - This type of personal device is belt-mounted or handheld and gives an audible alarm (and in some cases a readout) upon exposure to a predetermined level of H2S.
          Air Sampling Gas Detector Tubes - The concentration of H2S is registered by the length of discoloration when air is drawn through the detector tube.  There are several reliable types available, but their accuracy will depend on the training and practice of the operator.  Tubes must be NIOSH certified.

 WARNING YOU CANNOT RELY ON YOUR NOSE TO TELL HOW MUCH H2S GAS IS PRESENT!

 The way in which H2S can physically affect an individual depends upon the following factors:

          Duration - The length of time the individual is exposed.
          Frequency - How often the individual has been exposed.
          Intensity - How much (concentration) the individual was exposed to.
          Individual Susceptibility - The individual’s physiological makeup.

Rescue Procedures

1.         Put on your full rescue unit (minimum 20-minute breathing apparatus) before attempting a rescue, or you too can become a victim.
2.         Remove the victim immediately to fresh air.
3.         If breathing, maintain the victim at rest and administer oxygen if available.
4.         If the victim is not breathing, start artificial respiration immediately.
5.         Call an ambulance and get the victim medical treatment.
6.         Keep the victim lying down with a blanket, coat, etc. under shoulders to keep airway passage open.  Conserve the victim’s body heat and do not leave unattended.
7.         If eyes are affected by H2S wash them thoroughly with clear water.  For slight eye irritation, cold compresses are helpful.
8.         In case a victim has only minor exposure and does not lose consciousness totally, it is best if he does not return to work until the following day.

References: The above is a compilation of information gathered from the various sources detailed below:
1. Baker Petrolite Corporation, Mike Nicholson & Tim O'Brian, PPP "Hydrogen Sulfide In Petroleum".
2. Industrial Safety & Hygiene News (ISHN), Oil & Gas Industry Safety eBook, "Missing in Action" article on H2S , by Dave Johnson, ISHN Editor, pages 6-8.
3. "Measuring H2S in Crude Oil For Quality Control and Transportation Safety", by Wesley Kimbell, Analytical Systems Keco, Houston, Tx.
4. Texas A&M University System, Texas Engineering Extension Service, Center for Marine Training and Safety, Tankship DL PIC Course, H2S Module.
5. CDC - NIOSH
6. OSHA
7 ACGIH

Thanks to Lawrence Riley, NAMS-CMS, for submitting the above article


 

 

 

 Impacts of Modifications, Alterations and Weight Creep on Stability

Purpose.  The U.S. Coast Guard issues Findings of Concern (FoC) to disseminate information related to unsafe conditions that investigators identified as causal factors in a casualty and could contribute to future incidents. FoCs are intended to educate the public, state, or local agencies about the conditions discovered so they may address the findings with an appropriate voluntary action or so they can highlight existing applicable company policies or state/local regulations within their areas of influence. These FoCs complement U.S. Coast Guard Marine Safety Alert 11-07, “Remain Upright by Fully Understanding Stability.”

The Incident. In February 2017, immediately after 27 days of cod fishing, a 98 foot commercial fishing vessel carrying 200 crab pots with a crew of six departed Dutch Harbor, Alaska, and proceeded towards St. Paul Island to drop off bait with the intent to transit to the Opilio crab fishing grounds. The vessel got underway
despite multiple National Weather Service (NWS) marine forecasts indicating areas of freezing spray throughout the vessel’s planned route.  After sailing for about thirty hours and while approximately 4.4 miles off of St. George Island, automatic identification system (AIS) data showed that the vessel’s speed abruptly slowed and its heading swung hard to starboard into the prevailing seas and northeastern winds.  Shortly thereafter, the vessel appeared to suddenly lose maneuverability. Its heading pivoted to the west, the vessel drifted to the north and sank, taking the lives of all six crew members.

Contributing Factors and Analysis. The investigation showed that the owner failed to properly use the services of a qualified individual to formally evaluate and update vessel stability instructions following changes to vessel structure and loading conditions. These included:

•    installation of a bulbous bow,
•    addition of bulwark on the bow, and
•    use of larger, heavier crab pots.

The weight of the larger, heavier crab pots exceeded that of the pots used to formulate the existing and most current stability instructions. Although investigators do not know if the vessel master referred to existing stability instructions for operating the vessel, but the instructions were incorrect, and any decisions based on them would have been faulty. Additionally, a decision to place an additional 3,080 pounds of crab bait on top of the 5 tiers of stacked crab pots, raised the vessel’s center of gravity and further reduced the vessel’s stability. The Coast Guard believes that these issues, combined with the master’s decision to depart port with a fatigued crew, active NWS freezing spray warnings in the area of transit and in a heavily loaded condition, negatively impacted the vessel’s stability, contributing to the vessel’s capsize and sinking.

Findings of Concern:  Coast Guard investigators have identified the following voluntary actions for an owner / operator of similar vessels and operations to consider in order to reduce the likelihood of recurrence:

•    Owners, operators, and masters should maintain an active awareness of vessel stability issues at all times, including the need for qualified individuals and naval architects to update stability instructions and booklets when structural changes are made to a vessel, other equipment or operational gear is changed, or their placement is altered.  Furthermore, qualified individuals and naval architects should take the opportunity when stability instructions and booklets are updated to examine the vessel’s stability history to ensure previous stability calculations were sound and are suitable to continue to serve as a solid basis for any changes and updates.

•    Owners, operators, and masters are encouraged to attend formalized stability training which should include stability principles regarding overloading, the effects of alterations and weight creep, icing, watertight integrity, deck drainage, and other issues particular to their type of vessel and fishery.

•    Owners and operators are encouraged to take advantage of the flexibility of the stability instruction requirements for uninspected commercial fishing vessels in 46 CFR 28.530. These regulations, applicable to vessels 79 feet or over, intentionally provide maximum flexibility for owners and qualified individuals to determine how best to convey stability information to the masters or individuals in charge of their vessels. In doing so, they should take into consideration that operating personnel in the commercial fishing industry do not typically have specialized stability training.

•    Owners, operators, masters, qualified individuals, technical superintendents and other personnel need to remain fully cognizant of “weight creep,” which is the result of modifications and alterations to the vessel that occur over its lifespan.  Modifications and alterations may occur due to changing fisheries, fishing methods, variations in equipment and area of operation.   These weight changes impact stability, and ultimately create the need for a qualified individual to revisit the stability instructions and associated calculations.

•    One way to prevent “weight creep” is to develop a Modification and Alteration Log which can be maintained in various formats.  The log can be as simple as a notebook or spreadsheet, or in the form of computer software.  The vessel’s existing stability instructions and data should be first validated by a qualified individual or naval architect prior to creating a log to ensure future stability calculations start from an accurate baseline.

Closing. These findings of concern are provided for informational purpose only and do not relieve any domestic or international safety, operational, or material requirement. For any questions or comments please contact Office of Investigations and Analysis by phone at (202) 372-1029 or by email at HQS-PF-fldr-CG-INV@uscg.mil.

Additional Information:
Coast Guard Fishing Vessel Stability Information – A Best Practices Guide to Vessel Stability
FishSafeWest.info -  Stability training and additional marine safety information.

Thanks to Greg Weeter, NAMS-CMS, for forwarding the above article

U.S. Maritime Workforce Grows to 650,000
BY MAREX 2019-03-04 20:10:23

The Transportation Institute, a maritime association that promotes the Jones Act in the U.S., has published details of a PwC report that demonstrates a 30 percent increase in domestic maritime job creation enabled by the Jones Act. The industry now employs nearly 650,0000 Americans across 50 states and contributes $154 billion to the nation’s economic growth annually.

Mirroring unprecedented U.S. job growth, the newly released study finds that the domestic maritime industry:

•     Contributes more than $154 billion in total economic output annually
•     Creates $41 billion in labor income for American workers each year
•     Adds $72 billion annually to the value of U.S. economic output
•     Sustains nearly 650,000 American jobs, with one shipyard job creating four jobs elsewhere in the economy.

                                   “