NAMSGLobal eNews, May 2019
Greg Gant, President
David Pereira, Vice-President
Richard Falcinelli, Secretary
Matthew Knoll, Treasurer
Immediate Past President, Steven P. Weiss
Phil Peterson, E-News Editor
Jennifer Yovan, Association Director, email@example.com
The President's Corner
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.
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 firstname.lastname@example.org
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
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
August 6-8, 2019 Annapolis, MD
ABYC Marine Electrical Certification
August 20-23, 2019 Ft. Myers, FL
ABYC Marine Corrosion Certification
* NORTHWEST SCHOOL OF WOODEN BOAT BUILDING *
June 24-28, 2019, Port Hadlock, WA
Marine Eletrical Instensive
August 5-9, 2019, Port Hadlock, WA
Marine Corrosion Intensive Houston, TX
* TOWING VESSEL INSPECTION BUREAU *
June 25-27, 2019, Houston, TX
Subchapter M Auditor Certification Course
July 9-12, 2019 Houston, TX
Annual Survey of Towing Vessels Course
September 17-20 Paducah, KY
Annual Survey of Towing Vessels Course
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
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.
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.
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
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.
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.
“From shipyards to the high seas, the maritime industry is indisputably contributing to the American economy in a major way,” said James L. Henry, Chairman and President of the Transportation Institute. “This new study shows the spectacular impact that our industry has on our nation’s overall well-being, especially by providing livelihoods to 650,000 hard-working Americans, thousands of whom proudly served in our military. We simply would not be as strong as we are without the veteran community, and it’s a source of great pride that our growth is benefiting them and their families. Needless to say, the report underscores just how indispensable the Jones Act continues to be for the security and prosperity of our entire country.”
The 40,000 vessels that comprise the Jones Act fleet move nearly one billion tons of cargo annually – or roughly a quarter of the nation’s freight – along U.S. internal waterways, across the Great Lakes and over the oceans to Hawaii, Alaska, Puerto Rico, and the U.S. territories.
In a growing economy – where job creation continues to flourish at historic levels – the Jones Act remains the quintessential “Buy American, Hire American” law, says Henry.
Thanks to Childs Dunbar, NAMS-CMS, for forwarding this article
Extending the Life of Wire Ropes in the Marine Environment
BY VIPER 2019-02-12 19:13:00
Wire rope lubrication is an essential part of maintenance in the marine environment, and modern lubrication equipment does a much faster and more effective job than traditional manual methods. The Viper MKII Wire Rope Lubricator cleans and lubricates wire ropes quickly, efficiently and safely. It is faster and safer than manual greasing, increases rope life and can be operated by a single person.
The Viper MKII Wire Rope Lubricator range provides fast and effective cleaning and lubricating of wire ropes. Wire ropes from 6mm (15/64”) to 165mm (6-1/2”) in diameter can be greased at speeds up to 2,000 meters per hour. Incorporating high strength light aluminium alloy material and ergonomic design principles enables safe operation by a single person. Ideal for use on cranes, towing lines and mooring lines, the Viper MKII eliminates the HS&E risks associated with manual lubrication. Use of the Viper MKII provides improved wire rope lubrication by working lubricant into the structure of the wire rope due to the unique Viper seal design.
The Viper is available in three standard sizes covering wire ropes from 6mm (15/64”) to 165mm (6-1/2”) in diameter
Other lubricators just coat the surface of the ropes, but the unique and hardwearing seal design massages lubricant into the rope, offering greater lubricant penetration which leads to increased rope asset life and extended relubrication intervals.
Viper customer MOL Tankers says that the Viper MK II Wire Rope Lubricator “is a vastly superior instrument” than those it has previously used:
“The ship is very happy with the Viper WRL and shipyard have been using it to renew 4000 metres of wires in dry-dock. It is a vastly superior instrument than those we have previously supplied to our ships. No leakages, grease all over the deck and therefore less work than before. (The cost is also less!) After 4000 metres the seals are still holding-up well. All in all, ships staff and self are very satisfied.”
Thanks to Childs Dunbar, NAMS-CMS, for forwarding this article
Developing and Communicating Professional Narrative
Appraisal Report Writing Concepts
By Joseph Rodgers, NAMS-CMS
The American Society of Appraiser’s machinery and Equipment seminar in San Francisco had a speaker who was the Boston attorney extraordinaire Roger P. Durkin J.D., M.S., SPA, ASA. He presented ideas in developing and communicating professional narrative appraisal report writing concepts which have influenced the appraisal profession and are shared in the following discourse which I present to you, my fellow surveyors, in a hope to provide a greater professional direction.
ETHOS, LOGOS, PATHOS & NOMOS
Aristotle (384-322 BC) in his classical work, Rhetoric, was the first who inscribe the concept of Ethos, Logos, Pathos & Nomos, as character truism(s).
The use of these enhanced concepts of:
Credibility, Emotional connection, rational appeal, utilizing specific given standard will help define the marine surveyor practice. It is important for the modern surveyor to understand and adopt this classic Aristotelian philosophy.
The original meaning in Greek was “divine word” but now is commonly translated to mean “ETHICS”.
Nothing is more important than the credibility of the messenger. It boils down to the surveyor’s character.
The client must believe in the surveyor. What the surveyor says and even more important what is written in his survey gives clues as to the surveyors character.
The client(s) (remember there is a fiduciary responsibility to all parties involved whether they are your direct client for not) must perceive whether the surveyor is fair, honest, trustworthy, intelligent and knowledgeable.
CREDIBILITY is crucial to every practicing surveyor. Credibility is the single most precious asset of marine surveyor can possess. All surveyors must guard their credibility because once credibility is lost, it is impossible to recover. (Pres. Nixon would be an example of lost character, Pope John might be an example of someone who maintained his character, and The God Father someone of questionable character).
Credibility in the survey is the character of the messenger. The surveyor’s demeanor and his specific knowledge help build credibility. This competency and credibility can further be established by the surveyor’s statement of qualifications which should include specifics relative to the survey assignment.
ETHOS is simply being credible, having a personal character that is credible. Trustworthiness is based on the combination of one’s experience, preparedness, honesty, fore rightness, likeability and credentials.
Likeability includes maintaining a professional appearance. Courtesy of course means having good manners and being tempered and respectful to all parties.
GUIDELINESTO MAINTAINING CREDIBILITY
1. Put nothing in your resume except the truth the whole truth and nothing but the truth. Do not exaggerate your experiences or education or associations. The easiest method to impeach a surveyor is to review his resume.
2. Know the facts about the boat being surveyed. Nothing undermines the surveyor’s credibility more than demonstrating that one literally does not know what he is talking about.
3. Do not sound like a surveyor. You want your clients to have comprehension. Speak to them like a real person.
4. Do not exaggerate. Be reasonable in making your case as to condition or value.
SURVEYOR CODE OF ETHICS
The standards of ethical conduct and ethical practice in the performance of the marine surveyors duty recognizes that the competence and knowledge that he has obtained reflects his ability and qualifications to permit the surveyor to act in an ethical and objective manner.
Logos is the appeal towards reason. (Logic) is the surveyor’s brain utilizing rational statements, making firm comments on condition, defining definitions, providing factual data on the vessel type, gathering information from authenticated sources etc. Connecting with the client(s) with the common elements of mutual understanding based on (your) knowledge and experience should be your goal. Logic relates to truth. It’s an appeal to the rational argument and based on factual evidence. Be careful however because logic is based on facts. But some stated “facts” unless authenticated, can sometimes be misleading.
(Example of asking a woman her age. What is the proof?).
Logos enhances ethos by showing the client that the surveyor is prepared, competent, and knowledgeable. The surveyor uses factual evidence combined with standards and methods in a reasoned analysis to persuade his client as to the vessel’s condition. Logos is the use of facts that moves the client from an original idea or premise to a conclusion as to the vessels” true” condition and or value. Never give an opinion as to condition or value without doing your research.
Pathos in Greek means suffering. It is a truism utilizing emotion or involving someone’s, sympathy or empathy. It is the emotional connection between the client and the surveyor. Credibility is vital as I outlined above. But being able to connect with your client is equally important. Clients come to surveyors for a number of reasons and often with preconceptions, biases or other emotional experience or baggage. Typically, the surveyor will approach a survey project in a rational and logical manner. Often times however his client is not approaching the vessel in such a manner. The surveyor must understand where the client is coming from. Prospective boat purchasers can be unscrupulously pushed by boat sellers or brokers. People can be moved by their emotions of the boating dream (sailing off to Tahiti) rather than the reality of the dry rot). The surveyor needs to identify with their perspectives point of view and understand emotionally where the client is coming from.
Nomos is defined as established standards. The word normal is derived from the Greek nomos. Many survey reports are a jumble of incoherent concepts, rambling multitudinous pages, unconnected thought and indefensible conclusion(s). These types of report lack method(s), standard(s) and the dogmatic requirement of coming to a summary with a defensible conclusion as to condition and value. A survey report should be a written asserted claim as to a vessel’s condition an/or value provided by a credible messenger.
1. What do we survey to earn a living?
2. How do we survey?
3. What services do we provide for our clients?
1. Marine surveyors inspect vessels and provide a professional opinion as to condition (and value).
2. Marine surveyors practice ethically.
3. Marine surveyors provide their clients with an educated opinion as to vessels condition (and value)
POTENTIALTRAPS IN SURVEYING
Making Assumptions. (Believed it to be true) (Told by whom?)
Stay away hypothetical situations. (It’s always been that way)
Knowing more than you know. (If you do not know something states so.)
It is okay to say I do not know. Better yet find out. Investigate. Appraisal & Determine.
THE BUSINESS PROCESS
1. If possible, always meet with your client. Listen to your client’s requests.
2. Review what the purpose is for the marine survey.
3. Determine before the work begins that you are qualified (or not) to accept the assignment
4. Agree to a given scope of work
5. Define assumptions and limitations
6. Understand report confidentiality
7. Get a signed contract agreement, explaining the above and stating
8. Cost, payment and understanding process for dispute resolution.
9. Confirm timeline
NAMS SURVEYOR’S CREED
NAMS Surveyors shall uphold and advance their integrity, honor and dignity of the marine surveyor profession by:
1. Endeavoring to complement and expand the competency and prestige of the surveying profession
2. Being truthful and objective in serving faithfully their clients, associates and fellows surveyors
3. Carefully avoiding any practice which is contrary to law or would bring discredit to the members, the Association or the marine survey profession
4. And using knowledge and skill for the enhancement of the marine industry and the marine surveying profession.
THE FUNDAMENTAL SURVEYORS CANNONS
1. Surveyors shall perform services only in the area of their competence.
2. Surveyors shall build their professional reputation on the merit of their services.
3. Surveyors shall continue their professional development throughout their careers and shall provide opportunities for the professional development of their associates.
4. Surveyors shall disseminate professional knowledge in a truthful and objective manner for the benefit of the profession
5. Surveyors shall not be engaged as to create conflict of interests.
6. Surveyors shall at all times display the highest standard of integrity and professional competence.
ABOUT THE AUTHOR
CAPTAIN JOSEPH W. Rodgers, C.M.S. A.S.A.is an Independent Marine Surveyor with expertise is in the field of Technical survey and appraisal of ocean and inland water craft and related gear including machinery, structure and marine related equipment. Principal of R&A Marine Surveyors Santa Cruz, California www.rodgersabdassociates.com. Appointed to London Institute of Marine Underwriters ASA Certified yacht and ship appraiser. A history of completed assignments (circa 1978) commissioned by domestic and international companies, financial institutions, yacht brokers, law firms, and select individuals, encompasses both commercial and private vessels, power and sail, of all sizes, types and construction, including yachts, passenger ferries, research craft, Remote operated vehicles (ROV), commercial fishing vessels, cargo ships, tankers, historical ships, harbor and ocean tugs and barges. He may be reached at Jrodgers@rodgersandassociates.com
Thanks to Joseph Rodgers, NAMS-CMS for submitting the above article
Insurers warn over mis-declared cargo
From FLASHLIGHT – March 2019
Marine insurers have called for action to tackle the risks of fires caused by mis-declared cargoes.
The International Union of Marine Insurance (IUMI) says it is concerned about the scale of recent shipboard fires, including those on the containership Maersk Honam and car carrier Sincerity Ace, in which a total of five seafarers died, as well as the blaze on the containership Yantian Express, which took more than a week to bring under control. ‘A number of onboard fires are caused by mis-declared cargo and improperly shipped hazardous material,’ IUMI noted. ‘Carrier alliances are adding more complexity to this growing concern as one shipping line will be carrying another’s containers and relying on their performance to vet and screen cargo.’ IUMI said it welcomed initiatives such as the random container inspection programmes introduced by Maersk and the US National Cargo Bureau. ‘IUMI believes there is a need for greater transparency over cargo carried on ships; the accumulation of values needs to be recognised and quantified; and more adequate protection should be made available to guard against and to fight onboard fires,’ it added.
Precautions While Loading Concentrates
By Kamal Ahmed, NAMS-CMS
*See Article Attached*
This is a nicely written article with a number of excellent photos, available at this link: [article link here]
April 12, 2019 Safety Alert 04-19
Confined Spaces: Silent & Invisible Killers
This is a reminder that despite decades of work by to improve confined space entry by maritime safety organizations, training institutions, and vessel owners/operators, the risks have not been eliminated. This is illustrated by a recent casualty where three persons were asphyxiated while working onboard a laid-up Mobile Offshore Drilling Unit (MODU). Although the investigation is not yet complete, the following information is being conveyed with the continued hope that it will highlight this hazard with the aim to prevent recurrence.
Ten crewmembers were onboard the MODU preparing it for a heavy lift transport to an overseas ship breaking facility.
They were successful in dewatering three of the MODU’s four legs. However, the de-ballasting system was inoperable in the fourth leg because piping and valves had been previously removed. To continue pumping, the crew rigged a portable diesel engine driven pump to discharge the tanks.
Each leg had six decks. The first two uppermost decks had access hatches that allowed easy transfer of crew and equipment between the decks. The remaining decks were accessed via manhole hatches that were too small to allow passage of the portable pump and had to be enlarged. As each ballast tank was fully discharged, the manhole cover at the bottom of the tank was enlarged and the pump was lowered. Once they reached the lowermost ballast tank, the pump was set up with its suction hose in the tank and discharge hose exiting the leg via a hole torched through its side shell plating. A second smaller hole was also cut to serve as an air supply vent.
Seven of the crew onboard were involved in the dewatering operation and this casualty. They were experienced mariners, but lacked MODU experience. The Superintendent, Captain, Rigging Master, Fitter, and an AB (AB2) were on a dinner break while another AB (AB1) and the Electrician were assigned to oversee the dewatering operation. Without notifying anyone, AB1 descended into the leg presumably to check the pump. The Electrician became concerned when he failed to see AB1 on deck and descended into the leg himself, only to find AB1 collapsed and unconscious near the pump. Although nearly overcome by the exhaust fumes himself, he was able to safely escape.
Once on deck, the Electrician notified AB2 and the Fitter about AB1’s collapse. AB2 then descended to assist AB1 while the Fitter went to notify the Captain. The Captain, Ship Superintendent and Fitter then notably, and without safety equipment, descended into the leg to assist AB1. Upon entering the upper part of the MODU’s leg, they noticed AB2 had collapsed and was now unconscious one level above AB1. At that time, the Fitter was overcome by the vapors and collapsed next to AB2. The Captain and Ship Superintendent then managed to escape the leg with assistance from the Rigging Master who had entered the leg with a Self-Contained Breathing Apparatus (SCBA) brought onboard from another vessel. In the end, AB1, AB2 and the Fitter died, while the Captain and Ship Superintendent were airlifted to a hospital and survived.
The quality and recency of the Confined Space Entry training the crew received is unknown. Other than the Rigging Master, each of the crew who entered the leg spaces may have lost situational awareness. Studies have shown that humans often miss the obvious cues of a situation while under stress and because their focus is upon another effort or action that needs to be accomplished.
Of major concern to investigators was the Captain’s decision to enter the space with two other persons without personal protective gear and a SCBA. Several sources indicate that over 50% of the workers in enclosed / confined spaces die while attempting to rescue their coworkers. It appears that the hazardous nature of this operation wasn’t fully appreciated. This included the dangers of the MODU’s ballast tanks and their limited access, the exhaust of the operating diesel pump and minimal, if any, external air circulation. At the time, as in other instances of successive fatalities during confined space rescues, those who perished and even those who attempted to access the tank without a SCBA did so without a full appreciation of the invisible and silent killer they were facing.
As a result of this and other related casualties the Coast Guard strongly encourages all who work or may be employed onboard vessels in any role, whether they be senior shipboard officers or crew, riding crew, shore side managers, owners/operators, and other personnel to:
• Obtain the requisite level of knowledge and training of confined space entry procedures including emergency and rescue procedures;
• Ensure crews undergo periodic confined space training and participate in routine and practical onboard emergency drills;
• Verify all required confined space entry and rescue safety equipment is onboard, maintained, tested and fully functional; and
• Continually appreciate the dangers involved in confined space entry and educate yourself by further study. A good place to do this are the reports found on this webpage 1
This Safety Alert is provided for informational purposes only and does not relieve any domestic or international safety, operational, or material requirement. Developed by the Investigators of the Marine Safety Unit Port Arthur and the Office of Investigations and Analysis. Questions may be sent to HQS- PF-fldr-CGF-INV@uscg.mil.
From Barry Tarnef of Chubb Marine Risk Management:
Commercial Vessel Compliance 2018 Domestic Annual Report
The U.S. Office of Commercial Vessel Compliance released its 2018 Domestic Annual Report. The document noted there was an increase in the number of deficiencies identified during inspections but there were other notable statistics. The greatest number of inadequate conditions was found on passenger vessels followed by cargo ships, towing vessels and barges. The top 5 areas of deficiency were:
- Fire Safety
- Structural Condition
- Propulsion & Auxiliary Machinery
- Certification & Documentation
- Firefighting Equipment
There were also nearly 2,000 reportable marine casualty investigations with the ranking a bit different with nearly twice as many incidents involving towing vessels (nearly half of the total) than the next passenger vessels and that category again twice as frequent as wither barges or cargo ships. The main causes of casualties were collision, allusion or grounding by towing vessels and barges and material failure or malfunction in passenger vessels and cargo ships.
The entire 29- page report can be downloaded at:
Is this how to make almost any tug an icebreaker?
Written by Nick Blenkey
Removable icebreaker bow is self-powered using Danfoss hybrid technology
A new Finnish initiative would enable any ice strengthened vessel to be used for icebreaking, using a motorized removable bow powered by Danfoss Editron.
The Finnish Transport Infrastructure Agency has launched a project that will see the Alfons Håkans AS tugboat Calypsoequipped with the bow and operating in the Lake Saimaa area from winter 2020.
The removable bow is to be delivered by Turku Repair Yard Ltd, which contracted ILS Ship Design and Engineering to carry out the classification design of the bow.
Danfoss Editron’s hybrid electric system will powering the removable bow with two generators, built as a DC system, and two propulsion systems. In addition, the company has provided a front supercapacitor so that peak powers can be efficiently controlled. The Editron software also cuts fuel consumption and delivers high efficiencies as the diesel-generators in the DC system can be driven at variable speeds. The power plan and propulsion system of the removable bow has been designed to be operated from the pusher tug wheelhouse, and the machinery can operate unmanned.
Jukka Väisänen, Project Operator at Väylä, commented: “Lake Saimaa’s ice is more solid than sea ice and can reach up to 80 cm thick. Developing this innovative design concept for the removable bow and equipping it with its own propulsion system means that we will achieve savings in capital costs, as we will charter the pusher for only part of the year. We are also expecting to see savings in fuel consumption thanks to the hybrid propulsion system.”
Kari Savolainen, Project Manager at Danfoss Editron, added: “Our headquarters are in Lappeenranta, so we can see first-hand how harsh winter conditions directly impact shipping transport. This new kind of removable bow will make the whole industry more efficient and sustainable, as it enables virtually any kind of tug to become an ice-breaker ship. Our Editron system is easily adaptable for future optimizations and can be converted to a fully-electric system if needed.”
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