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THE REPORT The Magazine of the International Institute of Marine Surveying December 2017 • Issue 82 Contents

04 • Editor’s Letter 05 • The President’s Column 06 • IIMS Organisation anD Structure 07 • Marine News 24 10 • Safety Briefings 14 • Member News 19 • IIMS UAE Branch 5th Biennial 58 Conference report 49 24 • “Life at IIMS FEATURE IS never dull” YOUR BUSINESS: 29 • Surveyors play 60 • To the new General Data a key role in protection Regulation Challenging the 64 • How fit for hull insurance BUSIness are you? landscape 38 66 • Writing a strategic 32 • The problem of oil 46 • Gipsy Moth plan for your business Washed overboard Sails again From hydraulic DECk equipment... 49 • FOCUS ON Expert 69 • NEW PRODUCTS Witness Work: 38 • The P&I Insurer’s IS it for you? 73 • Who said that? role in Salvage a collection of sailing, 52 • New Standards for SEa and shipping quotes 43 • Do you care Marine Diesel Fuel and sayings... Enough to share? Sharing data to 58 • Surveying vanuatu... 75 • A day in the life of... reduce accidents a SURVEYOR’S NIGHTMARE! pETEr Broad

The Report • December 2017 • Issue 82 | 3 Editor’s Letter

Dear IIMS Member this edition. Watch out as we flesh you trade with EU organisations out the plans in full and I hope to it affect you too. The fines are Welcome to the last Report meet you next year in person or potentially crippling. See page 60. Magazine of 2017. It has been quite online. In particular, I am excited to a year, successful on the business announce a four day joint IIMS and The article on to be or not to be an front for sure, but one that will be eCMID seminar to be held in Sydney, expert witness is worth a read. This remembered for many reasons! You Australia from 31 July to 3 August can be a lucrative area of business can read my very personal review around the Sydney Boat Show. for surveyors, but are you sure what of the highs and lows of life at IIMS it entails? See page 49. and MSA during 2017 elsewhere in One of the joys of editing this this edition. publication and searching for Some of us are older enough content is that I encounter some (just in my case) to remember the Feedback from the last issue interesting individuals who I would round the world sailing antics of Sir of The Report was pleasing to not usually meet. Rama Chandran, Francis Chichester in his beloved read. In particular, some readers who I met in Singapore earlier this Gipsy Moth IV. I am grateful to IIMS commented on the new layout year, is one such example. What a member, Capt Mark Souter, who of the news pages and how fresh mine of information he is. His article stumbled across the original Gipsy and clean they look. Your feedback on hull machinery claims makes Moth, bought her and has written matters to us, so thank you. sobering but essential reading. an article about his escapades. Read the article on page 46. November proved to be a Peter Broad MIIMS, based in South busy month for training and Korea, is the subject in the Day in On a lighter note, we have pulled conferencing. In the members a Life of. He is engaged in some together fifty quotes with a nautical news area you can read about the ground breaking LNG projects in theme, some from famous people training that took place for yacht the huge yards out there. He speaks other not so. It seems there is plenty and small craft surveyors, both in openly about his life and work. of wisdom! Scotland and near Portsmouth. During late November we held a I make no apology for including Enjoy the other content not practical two day training event for three short articles relating to referenced here in my Editor’s Certifying Authority members when business management themes in letter in what is another packed we clambered beneath a windfarm this issue. Most surveyors I know, Report Magazine. fast crew vessel in south Devon to especially those who work alone, conduct a workboat coding survey. get so wrapped up in surveying Survey well. Fascinating. And we wrapped up that some areas of business with the 5th Biennial IIMS UAE management get overlooked. Branch Conference, held in the Whether we like it or not, there is splendour of the Sheraton Jumeriah some potentially onerous new EU Beach Resort hotel, Dubai, just a legislation coming in May 2018. It is few days ago. Check out the review called the General Data Protection Mike Schwarz from page 19. On the subject of Regulation and you ignore it at your Chief Executive Officer training, you will find a provisional peril. It affects many of us, no matter International Institute of Marine Surveying calendar of IIMS events for 2018 in if you are outside the EU or not. If

President: Mr Adam Brancher (FIIMS) Chief Executive Officer: Mr Mike Schwarz Vice President: Capt Zarir Irani (FIIMS) Immediate Past President: Capt Bertrand Apperry (FIIMS) Deputy Vice President: Mr Geoff Waddington (FIIMS) Head Office Team Mrs Camella Robertson Membership Secretary Miss Kate Davey...... Management Accountant and Senior Book Keeper Mrs Tania Bernice...... Certifying Authority Administrator Miss Elly Bryant...... Accounts Support Administrator Mr David Parsons...... Administrative, Services and Social Media Co-ordinator Mrs Hilary Excell...... Marine Surveying Academy Business Manager Miss Cathryn Ward.....Education, Training & Events Co-ordinator Pui Si Chung...... MSA Accreditation Scheme Administrator Mr Craig Williams...... Graphic Designer Sharon Holland....MSA Events & Course Co-ordinator

Tel: +44 (0) 23 9238 5223 | Email: [email protected] | IIMS, Murrills House, 48 East Street, Portchester, Hampshire, PO16 9XS, UK | www.iims.org.uk © The International Institute of Marine Surveying 2017 - The Institute and authors accept no responsibility for any opinions, statements or errors made in any article, feature or letter published in this Magazine.

4 | The Report • December 2017 • Issue 82 The President’s Column

Dear Member opportunity cost this imposes on me AMSA is a government agency. I and the 250 surveyors nationally. cannot imagine that an Australian My week started really well. government committed to red Attending an Australian Maritime This awesome IT system would tape reduction and IT innovation Safety Authority surveyors’ require us to fully populate a would be best pleased with this workshop I discovered that an IT vessel record for an existing vessel, approach by one of their agencies. system they have worked on for as apparently AMSA is unable about the last four years was going to extract this information from So, on top of running a business to impose an extra $63,000.00 current records they hold. Then that in the last year did upwards (best estimate) of costs on my every survey we conduct will of 1000 surveys, and personally business year on year. Extrapolate have to be entered into a manual, actively surveying, (12 vessels this across the group of surveyors on-line interface, much of which this week as I have staff away), I work with (about 250 accredited would then be manually checked I’m forced into the fray to get persons in Australia including by someone somewhere before the attention of the powers many IIMS members) and this is an survey certificates could be issued that be, the media and all other extra $1.26Million per year of costs for vessels we have surveyed. In stakeholders and try and get this directly to surveyors. addition, we would have to upload train wreck of a service delivery a raft of horrendous forms… I had model properly configured. This is on top of the survey fees we to look at my watch and double have to charge - a cost to industry check the year we are in, because I In life you have a choice - to be a which was not included in the was having flashbacks to the 1970’s. bystander or to be an upstander. recent ‘consultation’ they did; a As your President I could not be consultation which quite rightly When we pointed out (as we anything other than the latter. got roundly panned by industry had back in March) that we run a and forced a delay in the system centralised QMS/administrative Who says surveying is a boring job? until July of next year. AMSA did support system and that the system Have a great holiday period everyone. not mention survey fees then, only they had built did not allow anyone that it needed c.$23 Mil to run its other than individuals to log in, own bureaucracy, which was to we were told to work round it by be extracted from vessel owners sharing log in’s and passwords, but and operators. More bureaucracy just not to tell them about it. At this Mr Adam Brancher President is just what the world needs right point my jaw hit the ground as you International Institute of Marine Surveying now. Don’t even start me on the can well imagine. Email: [email protected]

The Report • December 2017 • Issue 82 | 5 IIMS Organisation & Structure

Directors of IIMS and Management Board Members Other Management Board Members Capt Allen Brink HonFIIMS Capt Zarir Irani FIIMS, Vice President, Regional Director Mr Adam Brancher FIIMS, President Capt John Noble FIIMS, Chairman Administration & Education Capt Chris Kelly FIIMS, Chairman Professional Assessment Committee Mr Paul Homer HonFIIMS, Chairman Standards Mr Fraser Noble FIIMS, Chairman Certifying Authority & Finance Mr John Excell FIIMS, Chairman of Yacht & Small Craft Surveying Mr John Heath FIIMS, Technical Response Team Mr John Kilhams Mr Geoff Waddington FIIMS, Deputy Vice President Regional Directors Mr Pervez Kaikobad, India Eng. Dimitris Spanos, Eastern Mediterranean Capt K U R Khan, Pakistan Mick Dyer, Australia Branch Chairman Mr Monday Ogadina, West Africa Capt Irawan Alwi, Indonesia Marine News Capt Andrew Korek, Canada Mr Zennon Cheng, China Past Presidents Capt Zillur Bhuiyan FIIMS, Bangladesh 1991 - 1993 Capt William MacDonald 1991 - 1995 Capt David Linacre 1995 - 1996 Capt David Linacre/Capt Andrew Cross Other 1996 - 1997 Capt David Linacre Honorary Fellows 1997 - 2000 Eur Ing Jeffrey Casciani-Wood Mr Peter Morgan 2000 - 2003 Eur Ing Ian Biles Capt Barry Thompson 2003 - 2005 Capt Christopher Spencer Capt Christopher Spencer 2005 - 2007 Capt Ian Wilkins Capt Peter Lambert 2007 - 2010 Capt Allen Brink Capt Satish Anand 2010 - 2012 Mr Peter Morgan Eur Ing Jeffrey Casciani-Wood 2012 - 2014 Capt Satish Anand Capt Bertrand Apperry 2014 - 2016 Capt Bertrand Apperry

In-Country Representatives Mr J Renn, USA Capt G Villasenor, Mexico Mr J Bru, Panama Other Fellows Mr G Jugo, Venezuela Mr Derek Levy Mr P Taylor, Trinidad Mr Martin Pittilo Capt Eugene Curry, Ireland Mr Peter Broad Capt F Habibi, Morocco Mr Tony Fernandez Mr M Zukowski, Germany Mr Milind Tambe Capt P Oyono, Cameroon Mr Anthony Protopapadakis Mr A Gnecco, Italy Capt Muhammad Alam Capt R Lanfranco, Malta Mr Parimal Bhattacharyya Dr S Favro, Croatia Mr Anthony McGrail Mr J Rowles, Turkey Capt Reuben Lanfranco Mr P Ch Lagoussis, East Africa Mr Gerry Grecoussis Mr R Rozar, Reunion & Mauritius Mr Kay Wrede Mr P Broad, South Korea Mr Luc Verley, Singapore

Honorary Members Mr Hans van Bodegraven Mr Parthasarathy Sridharan Capt Matthew Greenen Ms Dee Davison Mr Hugo DuPlessis Dr Paula Giliker Mr Brian Williamson Capt Gopalkrishna Khanna Cdr Terry Lilley Capt Syed Khalid Humail Capt Ian Wilkins Capt Jens Andersen Mr Ian Nicolson Capt M P Karanjia Mr Jorge Sanidos Capt J.C. Anand Mr John Guy Capt Rodger MacDonald Mr Uday Moorthi Dr David Lawrence Mr Anthony Beck Capt David Linacre Capt William MacDonald Mr Ian Biles Dr Satish Agnihotri Capt Andrew Cross Capt Jean Paul Le Coz Ms Evie Kinane

6 | The Report • December 2017 • Issue 82 Marine News

Hybrid electric vessel Vision Batteries set to replace generator on of the Fjords wins award offshore vessel Viking Princess

A hybrid energy system has been installed on board Viking Princess making it the first offshore supply vessel where batteries have reduced the number of generators on board. Viking Princess completed sea trials and the system was handed over to Eidesvik Offshore on October 9, 2017.

She provides supplies to oil rigs in the North Sea and Barents Sea. The five-year old vessel runs on The iconic Vision of the Fjords has picked up an award LNG-powered Wärtsilä engines. Depending on the ongoing task and weather conditions, the engine load varies between 90 percent and 20 percent. Hybrid electric vessel Vision of the Fjords has won an award recognising its accessibility and With the Wärtsilä installed energy storage system environmental achievements. on board, Viking Princess is expected to reduce fuel consumption by up to 30 percent in various operations The 400-passenger capacity vessel, owned and CO2 emissions are expected to be reduced by up and operated by The Fjords DA, secured the to approximately 13-18 percent per year, depending Norwegian Centre for Design and Architecture on operational conditions and requirements. (DOGA) Universal Design ‘transport’ award for its commitment to optimal passenger accessibility, experience and environmental sustainability.

Rolf Sandvik, CEO of The Fjords, said: “We ensured that the ‘path’ passengers use to ascend the ship, and really immerse themselves in the sensory delights of the nature here, is as accessible to those in wheelchairs, or of limited mobility, as it is to all.

“There’s no stairs, no elevators, no obstructions, just a gently sloping surface leading everyone to Offshore supply vessel Viking Princess unforgettable views.”

Shipping sector not ready for IMO 2020 sulphur limit regulations reveals survey

Some 70% of shipping companies surveyed say they do not believe the industry is ready for IMO’s 2020 deadline, when a global limit of 0.5% sulphur will be imposed on marine fuel for vessels trading internationally. That was the headline finding of a new survey conducted by CE Delft on behalf of Exxonmobil.

The survey suggests that only 500 ships have been equipped with scrubbers. There has been something of a backlash against scrubber technology, most notably from Maersk and Klaveness, who have said they see the technology as being expensive and immature. Lasse Kristoffersen, CEO at Torvald Klaveness, last year said scrub-bers are a costly investment, costing between $2.0 and $4.0m, which can sometimes be greater than the value of the vessel itself.

Other respondents to the ExxonMobil survey said they were concerned that shipping companies would cheat and falsify the sulphur content of their marine fuel. Could this be a tacit admission that port states do not intend to or will not be able to enforce the 0.5% cap in their own waters?

Read the story in full: http://bit.ly/2yxQ222

The Report • December 2017 • Issue 82 | 7 AkzoNobel’s Interline 9001 cargo tank coating wins ICIS Innovation Awards

AkzoNobel has scooped two prestigious honours at the recent ICIS Innovation Awards for the Interline 9001 ultra-performance cargo tank coating supplied through its International brand.

As well as being awarded with the overall Innovation Award, Interline 9001 also received the Best Product Innovation Award from ICIS, the trusted information provider for the Interline 9001 cargo tank coating has won two awards for AkzoNobel global chemical and energy industries.

The awards recognize the impact the new coating has had on the chemical tanker industry, specifically how it tackles the issue of absorption from aggressive cargoes, such as methanol, acetone and ethylene glycol. These Marine News issues can often result in cargo cycling restrictions, increased risk of subsequent contamination and the need for repeated resource and time-intensive washing procedures.

MAIB releases MGN 564 to replace MGN 458 80 year old boat building describing how marine casualties and heritage celebrated in Greece marine incidents should be reported A traditional boat of the type that disappeared On 20th March 2017, the MAIB opened a from the Greek seas 80 years ago, is now preparing consultation to stakeholders to gather views on for her maiden voyage. The vessel, named Medon- a new Marine Guidance Note (MGN) to replace Pleioni, has been constructed at the boat building MGN 458. The MGN provides guidance on the yard Neososikos in Glyfa, Halkida. legal obligation to report marine casualties and marine incidents to the MAIB, as contained in The project is the initiative of the “Proteas” The Merchant Shipping (Accident Reporting and Non-profit Organisation for the Preservation of Investigation) Regulations 2012. It describes the Traditional Shipbuilding & Heritage, and of the process and the information required for reporting. sailing enthusiast and primary consultant from the municipality of Vari, Voula and Vouliagmeni The draft new MGN was divided into sections, (southeast coast of Attica), Dimosthenis Dogas. designed for quick reference, being: Research, design and construction of the heritage – A brief introduction vessel was by Nikolaos Vlavianos. He said, “It is for – Who Must Report us a truly great and historic responsibility. Bearing – What to Report this in mind, we began the construction of a boat – When to Report with sakoleva sails from a ??sailboat plan from – How to report 1835 with traditional methods and practices to the slightest detail. It is the first of its kind to be built in The result is a new MGN to replace MGN 458. about 80 years.”

Read the new MGM at http://bit.ly/2yCaWMM

8 | The Report • December 2017 • Issue 82 Marine News

Seagull Maritime publishes a guide to Bureau Veritas Photo credit: Marine Technical Limits ballast water management to coincide joins drones with convention changes project for inspecting steel On the 8th September 2017 the International structures in Convention of the Control and Management of Ship’s enclosed spaces Ballast Water and Sediments (BWM Convention) entered into force. With a few exceptions, it will apply Bureau Veritas has to all ships in international trade beginning in 2017 joined RECOMMS, a and fully implemented in 2024. joint investment project, that is Complex in parts, there are a number of conditions aiming to develop drones with the capability to that officers must meet in order to avoid problems inspect steel structures in enclosed spaces. The in relation to topics such as Port State inspections. joint investment project’s primary objectives In essence, existing ships MUST comply with the are to develop a steady, stable and reliable convention. This means that the ballast water must drone capable of following programmable flight be exchanged on the journey if a treatment system paths, either pre-determined by 3D imagery is not installed.Vessels must also be equipped with a software or flown by a pilot, using 3D simulator International Ballast Water Management Certificate ship specific training programmes developed in (or statement of compliance) and an approved ship- unison with the drone design. This will lead to specific Ballast Water Management Plan. the development of a complete and marketable inspection drone when delivered with the Read the guide to Ballast Water Management at required software package. http://bit.ly/2yBodDE Jean-François Segretain, Technical Director, Bureau Veritas, Marine & Offshore, said: “While a lot of work has been done with drones nothing yet released has led to drones meeting specific requirements for marine classification close up surveys. This project addresses the specific needs of our survey requirements and other inspections.”

In the first phase of development, the drone will be designed to carry an unobstructed HD camera, as well as lighting and batteries with suitable strength, durability and longevity to perform structural and coating inspections within a ballast tank whilst providing reliable clear images fit for comparison with close up inspection.

Corvus Energy energy storage system selected for new multipurpose hybrid vessel

Corvus Energy has announced it has been selected by Rolls-Royce as the supplier of a lithium ion based energy storage system (ESS) for the Norwegian Coastal Administration’s new multipurpose vessel OV Ryvingen. The Orca Energy ESS from Corvus will supply electrical power for all-electric propulsion and for electrical needs while docked.

The OV Ryvingen is the Norwegian Coastal Administration’s second vessel to combine traditional diesel power with battery-driven operation and the fourth vessel in the Norwegian Coastal Administration’s fleet renewal programme, consisting of six to eight ships in total. The Ryvingen is a multipurpose vessel, which performs operations relating to oil spill protection and the maintenance of shipping lanes.

The Orca ESS that Rolls-Royce will equip the Ryvingen with will have an available capacity of 2938 kilowatt hours (kWh). This will allow the Ryvingen to run on battery power alone for several hours, without using the diesel engine. In addition, the batteries will provide power when the vessel is docked, so the diesel engines will not have to be kept running. The batteries will be recharged from an onshore power supply in ports where this is available.

Read more at http://bit.ly/2iwsh4s

The Report • December 2017 • Issue 82 | 9 New guide on how to carry charcoal and carbon cargoes in containers safely published

After a painstaking two-year restoration at Charlestown Navy Yard in Boston, USS Constitution has recently been refloated. Since she entered dry dock in 2015, ship restorers from the Naval History and Heritage Command and teams of Navy sailors have worked side-by-side to bring “Old Ironsides” back to her former glory.

The restoration involved the replacement of 100 hull planks, along with caulking, rebuilding of the ship’s cutwater on the bow, and the preservation and repair of the ship’s rigging, upper masts and yards. Among other tasks, sailors assigned to Constitution helped the Navy’s ship restorers replace 2200 sheets of copper and the felt that is installed behind it. The copper is a defense against shipworms. “It’s an incredible feeling to be a part of the team to work on Constitution,” said Aviation Ordnanceman Hunter Sensign. “Every day I came to work and it really sinks in that I’m working on a ship that’s 219 years old.”

Constitution is expected to continue post-docking restoration work before re-opening to the public in early September. While she is ordinarily at the pier at the USS Constitution Museum in Boston, her commanding officer, Cmdr. Robert Gerosa, says that at some point she will be seen under way under her own power once more.

Safety Briefings Read the story in full online: http://bit.ly/2gsZVqJ

Beware of fuel oil quick closing valve deficiencies

The Bahamas Maritime Authority (BMA) has published a technical alert aimed at highlighting some major deficiencies related to fuel oil quick closing valves, which it has observed during Port State Control inspections. These deficiencies are considered of importance and often lead to detention.

Quick closing valves are fitted to oil tanks so that in the event of a fire they can be safely closed from a remote location to stop the supply of fuel to the fire. These valves may be operated remotely by pull wires, hydraulics, compressed air, etc.

Recently, BMA has observed that quick closing valves have been modified or intentionally blocked to prevent them from closing. This practice has potentially catastrophic consequences in a fire emergency.

Read the article in full at http://bit.ly/2gTDQyT

Manhole cover leakage leads Steamship Mutual to issue an alert

The Steamship Mutual P&I Club has published an alert following a spate of claims for cargo damage and other liabilities that have been caused by leakage from the manhole covers of either ballast or bunker tanks.

In some of the most recent cases, the manhole covers had either been left completely unattached, or were improperly fitted allowing leakage into the adjacent cargo hold when the tank was filled.

The Club notes that manhole covers on vertical bulkheads, such as those on wing tanks or side tanks of container ships, are generally located close to the bottom of the tank meaning that leakage from the cover is found only after the tank has been filled to a certain head. This makes it even more difficult for the manhole cover to be secured until the contents of the tank have been transferred from the tank to stop the leakage.

The extent of damage caused in such a case will often depend on how quickly the leakage is identified and the scope for quickly transferring out the contents. Side tanks are particularly difficult in this regard as leakage may go unnoticed due to their location being obscured by cargo.

Read the article in full at http://bit.ly/2yVT1C9

10 | The Report • December 2017 • Issue 82 Safety Briefings

Safety alert issued about vessel stability and watertight integrity following fatalities

The US Coast Guard has issued an interim safety alert to address its concerns regarding vessel stability and watertight integrity, especially in light of a recent marine casualty in the Bering Sea that resulted in multiple fatalities and the total loss of the fishing vessel involved.

Although the investigation is not complete, testimony and fact finding indicate that vessel owners, operators, and crews should give special consideration to vessel stability concerns.

As a result, USCG suggests that operators and crew should seek out opportunities to further their knowledge of stability via courses, training, workshops, and visits from Naval Architects. They should also take advantage of other various initiatives, both mandatory and voluntary, to discuss and compare a vessel’s current SI to the actual loaded condition prior to departing port. An independent review of a vessel’s loaded condition, equipment, and operations can often provide important insights.

Read the article in full at http://bit.ly/2yXj2kF

Concerns about the hazards of bauxite as ship cargo highlighted by IMO

According to a new warning issued by the International Maritime Organization (IMO), it says that bauxite could become unstable when carried in bulk onboard a ship, potentially resulting in the vessel capsizing.

Bauxite is one of the world’s major sources of aluminium with around 100 million tonnes transported annually by sea. In 2015, a bulk carrier sank while transporting bauxite, with the loss of 18 seafarers. Research presented this week to an IMO Sub-Committee found that certain forms of bauxite with a large proportion of smaller particles could be subject to a newly-identified phenomenon of “dynamic separation” when there is excess moisture in the cargo.

In such conditions, a liquid slurry (water and fine solids) can form above the solid material, according to the report of an international Global Bauxite Working Group on Research into the Behaviour of Bauxite during Shipping. The resulting free surface effect of liquid sloshing about could significantly affect the vessel’s stability, leading to the risk of the ship capsizing.

Read the article in full at http://bit.ly/2xTgXkB

MCA releases a bulletin about a quality issue with fire doors

The UK Maritime and Coastguard Agency (MCA) has released a bulletin to notify vessel operators and surveyors that a quality issue has been discovered relating to fire doors manufactured by COSMO Co Ltd.

The MCA makes reference to an advice letter issued by the manufacturer, which urges particular attention of doors rated A-60, A-0 and B-15. Following an internal investigation, it was found that some delivered and installed doors have some insulation missing from part of the door fitment. As a result of the missing missing insulation, the doors do not comply with their type approval certification.

The COSMO Fire doors A60, A0 and B15 that might be affected by this issue have been type approved and are certified to MED Modules B and D by DNV GL and were produced between November 2013 and July 2017.

The main issue relates to the insulation in the doors, which is missing from the upper part, sides and bottom. This is believed to have occurred during a change of work process in November 2013.

Read the article in full at http://bit.ly/2zpmNv5

The Report • December 2017 • Issue 82 | 11 Marine notice issued by AMSA about how to maintain rescue boat outboard motors in good working order

Australian Maritime Safety Authority (AMSA) has issued a marine notice referring to the operation and maintenance of rescue boat outboard motors and highlights key issues that ship’s crew and operators should be aware of in this crucial area.

AMSA and Port Sate Control Officers (PSCOs) announced that they increasingly find that some crew members are unfamiliar with the operation and maintenance of outboard motors, which can result in poor performance or total failure of these motors. This is a risk that cannot be taken during a rescue operation, because the consequences could be catastrophic.

Read the article in full at http://bit.ly/2yCffI8

Safety Briefings MAIB issues an essential Safety Digest featuring 25 cases

Essential reading for every marine surveyor, the MAIB has published a Safety Digest featuring the outcome and recommendations of 25 cases.

The Marine Accident Investigation Branch (MAIB) examines and investigates all types of marine accidents to, or on board UK vessels worldwide and other vessels in UK territorial waters. In this Safety Digest MAIB draws the attention of the marine community to some of the lessons arising from investigations into recent accidents and incidents. It contains information which has been determined up to the time of issue.

In his introduction to the Safety Digest, Steve Clinch, Chief Inspector of Marine Accidents for the MAIB says, “A fire is one of the most frightening things that can happen at sea. Often, seafarers have no ready access to the emergency services when a fire breaks out and will need to rely on their own resources, courage and training to tackle and extinguish the blaze quickly to ensure the safety of the ship and everyone on board. After reading one of the cases while editing this edition of the Safety Digest, I found myself thinking about the recent fire that engulfed Grenfell Tower, a west London residential tower block. This was an horrific incident; 80 people are currently presumed to have died but the ferocity of the fire means that the final death toll may never be known for sure. Why the Grenfell Tower fire spread so quickly is the subject of intense debate but its source was attributed to a domestic fridge/freezer that overheated. Case 10 provides a reminder that fires can quite easily start in a similar way on a ship. In that case a fire was caused when a travel fridge was placed on the carpeted area of the deck in a cabin; the lack of air circulation around the unit caused the fridge to overheat… fortunately the crew were able to extinguish the fire without too much damage being done.”

Read the article in full and access the Safety Digest PDF at http://bit.ly/2goSmOr

Swedish P&I Club launches quick reference guide on cargo fires and explosions

The Swedish P&I Club has published an excellent quick reference guide about the causes and prevention of cargo fires and explosions onboard. The guide focuses on self-heating. It explains the principles of self-heating as well as investigating several types of cargo fires and explosions, including those in vessels such as bulk cargoes, containers and tankers.

When a fire breaks out on board a vessel there is no fire service ready to assist in extinguishing it. So it is up to the crew themselves to manage and deal with the issue. The consequences can be catastrophic. All those who have worked on board a vessel are aware of the difficulties involved with managing a fire and the crucial importance of fire prevention.

Read the article in full and access the reference guide at http://bit.ly/2yX5O7w

12 | The Report • December 2017 • Issue 82 What a MARINE SURVEYOR NEEDS TO know ABOUT The growing series of IIMS self help handy guides

“What a marine surveyor needs to know about...” include the titles: Marine Surveying - An Introduction | Imaging Techniques Small Craft Metal Hulls and Ultrasonics | Working In Enclosed Spaces | Surveying Wood Craft | Small Craft, Ship and Boat-Building Terminology Yacht and Small Craft Report Writing | Knowledge Management | Dynamicaly Positioned Vessels | Business Management Skills Small Craft and Superyacht Valuations | Small Craft Engine Surveys | Surveying Metal Craft Buy online at: iims.org.uk/education/buy-iims-handy-guides Or call +44(0)23 9238 5223 and pay by credit/debit card Essential one day seminar entitled The day’s course will be delivered in six sections Marine Corrosion and its Prevention as follows: in Small Vessels Join real time or as an online delegate 1) Corrosion: Fundamental Principles

IIMS has joined forces with the British Stainless Steel 2) Forms of corrosion in ‘marine metals’ Association (BSSA) to deliver an essential and special one day seminar called ‘Marine Corrosion and its 3) Corrosion above the waterline Prevention in Small Vessels’. The day’s seminar programme will be delivered by Dr Mike Lewus, 4) Corrosion below the waterline Technical Advisor, BSSA on Tuesday 23 January 2018 at Lakeside, North Harbour, Portsmouth. Delegates 5) Corrosion prevention strategies who cannot be there in person may join online live via Zoom and take the whole day’s programme. 6) Failure analysis and case studies

Member News Who should attend? Delegates will take away a course manual, a This seminar will suit marine surveyors, marine certificate. In addition copies of the video made on engineers designers and specifiers interested in the day will be available to all delegates. And you material degradation mechanisms in the marine will earn a valuable 5 CPD points t00 - what a great environment and selecting fit-for purpose materials. start to the year!

An outline of the day The cost of the day, to include all course materials, This one day course gives a comprehensive overview lunch and refreshments is just £120. Please indicate of the fundamental principles of corrosion and forms if you will be there in person, or if you plan to join of corrosion that beset marine metals including, in an online capacity. stainless steels, aluminium alloys, copper/nickel and titanium alloys. The types of corrosion commonly To reserve your place on this one day seminar, found above and below the waterline of small either email Cathryn Ward on [email protected]. vessels and the factors which influence the rate uk or call her on 023 9238 5223. We will invoice you of degradation are considered. For completeness on receipt of your instructions. protection methods, elements of failure analysis and illustrated case studies are to be discussed.

What will you learn?

– Recap on fundamental corrosion principles including, driving force for electrochemical activity and principles of galvanic corrosion

– An understanding of the corrosion mechanisms that undermine the performance of stainless steel and other ‘marine metals’ and associated metrics

– An appreciation of what environmental factors influence corrosion above and below the waterline and how this impacts material selection

– Consider how to minimise corrosion through material selection, improved design and other strategies i.e. cathodic protection, changing electrode potential, surface treatments etc.

– Become familiar with important aspects of failure analysis; inspection, sample preparation, analytical techniques and diagnostic methodologies

14 | The Report • December 2017 • Issue 82 Member News

LYSCWG Scotland report

The Large Yacht & Small Craft Working Group met for its annual two day training event at Inchinnan Cruising Club by Glasgow Airport on 6/7 November. A dozen members attended the event and were treated to a range of informative presentations across the two days.

Mike Schwarz gave an overview of the head office activities and spoke about the progress that had been made with both the Institute and the Marine Surveying Academy. Tom Elder ran an interesting session on valuations. He was keen to remind those present of a second hand boat market with ever declining values. Those present visually inspected a dozen vessels and then came together to compare valuations, which proved to be an interesting discussion and an eye-opener for some too.

On the second day, Paul Winter, Winter & Co Marine Insurance, gave a presentation in two parts. Having introduced surveyors to the many different types of insurances available on the market and the reasons why they might consider them, Paul presented nine case studies that gave rise to claims, many of which were successfully defended, although not all by any means. It was certainly a sobering and though provoking discussion that ensued.

Alan Marsh, a local enforcement officer from the MCA, spoke about his work, something delegates found most interesting.

The group also heard the dramatic story from the mouth of the skipper of the Clipper yacht Clyde Challenge, which resulted in its scuttling earlier in the year and had a presentation on masts and rigging too.

LYSCWG ‘Super’ Training Portsmouth report

The second annual, one day ‘Super’ training day took place at Lakeside near Portsmouth on Monday 13 November. The event drew an audience of thirty plus yacht and small craft surveyors from around the UK and from much further afield, some of who joined online via zoom. The IIMS Chairman of Large Yacht & Small Craft Surveying, John Excell, opened proceedings thanking delegates for coming and the head office team and presenters for combining to put the day together. After an update on head office activities, John introduced Peter Chettleborough from Winterbothams. Peter spoke passionately about the challenges of surveying larger superyachts, dwelling on some of the key

The Report • December 2017 • Issue 82 | 15 personality traits and diplomacy required to showed a selection of thought provoking images operate successfully in this arena. of some of the catastrophes that have occurred on the inland waterways. After lunch, Paul Winter Next to present was Mike Schwarz, who gave a took to the speaker’s podium. As in Scotland the thought provoking presentation, drawing from his previous week, he spoke about the various types of experience of many years on how to be successful insurances - not just PI insurance - that a surveyor in business. John Sharland, Tritex NDT, had called should consider in the course of conducting his in that morning to send his apologies for absence business. In the second part of his presentation, Paul due to a mishap. But a video of John explaining gave some case histories coupled with photographs how ultrasonic testing works, recorded earlier this to explain the nature of each claim and in some year, was shown instead. cases how it could have been prevented.

Graham Watts brought the morning session to an The final presentation of the daywas a highly end when he spoke in depth about the Boat Safety interactive one, delivered by Tim Bannister from Scheme, why it exists and how it is policed. He AkzoNobel. IIMS and AkzoNobel work closely

Member News together on the Registered Marine John Excell Peter Chettleborough Coatings Inspectors programme for the inspection standard for superyacht coatings. After a short formal presentation introducing the audience to the different types of coatings testing equipment, delegates gathered round a test panel and had a play with the Mike Schwarz Graham kit, including the Watts incredible Wavescan machine, valued at a cool £25,000! All in all a fascinating presentation and Tim brought to an end what had been an absorbing and highly educational day, much appreciated by those who attended.

Paul Winter Tim Bannister

16 | The Report • December 2017 • Issue 82 Member News

Certifying Authority Devon training report

A group of 17 IIMS members and others met at the offices of Offshore Turbine Services at Dartmouth Quay in Galmpton in rural south Devon on the UK south west coast. After an initial introduction, the group headed out to the two windfarm fast crew transfer vessels, both of which were on the hard. Their mission? To inspect and conduct a mock MCA workboat coding survey on Commodore P, a five year old vessel. The group spilt into two, one group led by CA Chairman, Fraser Noble, the other by Mike Proudlove. For many of those who were present, this was their first encounter with a workboat of this complexity and type and a great learning opportunity.

Delegates went about their work in a very diligent and efficient manner. Once the various deck hatches had been opened, there were soon no surveyors to be seen as they vanished below deck. Surveying work carried on during the day, with the bridge, engines, lifesaving equipment, hull and all other aspects of the vessel coming under close scrutiny and survey.

After a splendid evening meal at a restaurant overlooking one of the largest fishing fleets in the UK in Brixham Harbour, delegates reconvened the following morning at the nearby Paignton Club. Fraser opened the day talking about the theory behind the extent of the coding surveyor’s responsibility. After a general discussion, the group discussed the vessel defects and the list they had compiled the previous day. All in all this event was voted a hit by all who attended.

IIMS would like to express their personal thanks to Mike Proudlove MIIMS and Offshore Turbine Services for making the arrangements and for hosting the group at their facility. Additionally, Fraser Noble is to be applauded for imparting his depth of code surveying to all those present.

The Report • December 2017 • Issue 82 | 17 Marine Surveying Academy business surging ahead

MSA is ending the year on a high. Several RMCI course for superyacht coatings inspectors have been run in Hamburg, Amsterdam and Viareggio. As a result, there are 100 qualified RMCI inspectors. Wrede and CCS, two of the largest independent coatings inspection companies, have put their personnel through the course. Increasingly superyacht and refit yards are insisting on only RMCI attending their yards as the standard gains traction in the industry.

Initial planning to create a new course for those who project manage the coatings process is now underway.

As the deadline imposed by IMCA looms large, which means that from 1 January 2018 only those who are eCMID accredited vessel inspectors will be recognised and will be able to access the online database, there has been a noticeable and sharp uplift in applications. Whilst not totally surprising, it is clear that many who need the

Member News accreditation to enable them to carry on doing eCMID inspections, have left it to the very last minute. It is also entirely possible that there will be another surge early in 2018 as inspectors who failed to gain their accreditation in time discover that they have been frozen out of the eCMID database. Exciting times. Expect to see the number of accredited AVIs hit the 400 mark some time early in the New Year.

MSA makes two new appointments

Following the departure of Sam Owen, MSA has appointed Pui Si Chung on a full time basis to the role of Accreditation Scheme Administrator. Sharon Holland also joins the company in the part time role of Events & Course Co-ordinator. Both start their new jobs Pui Si Chung, Accreditation Sharon Holland, with MSA this week and Scheme Administrator Events & Course Co-ordinator we wish them well. 2018 Outline training programme for 2018 (subject to final confirmation in some cases)

23 January 2018 Corrosion in stainless steel special day seminar near Portsmouth March 2018 Inland waterways training day - Watford 26 March 2018 LYSCWG rig training day - UK south coast 26/27 April 2018 Western Med LYSCWG at the Palma Superyacht Show May 2018 AMELS factory visit Holland May 2018 Coatings training day for general surveyors at Gouda, Holland 31 July to 3 August 2018 IIMS and eCMID joint South East Asia Conference, Sydney October 2018 Eastern Med LYSCWG training event, Malta 29 October 2018 LYSCWG ‘super’ training day Portsmouth 19/20 November 2018 LYSCWG Scotland TBC Marine Surveying Fest 2018 In addition, two training days for coding surveyors will be announced in the New Year. IIMS is also considering running a tonnage training event in Gibraltar. Watch out for that date too. Keep your eyes open for more details as they are released.

18 | The Report • December 2017 • Issue 82 Member News

IIMS UAE Branch 5th Biennial Conference report Around 75 delegates from the surveying and wider maritime sector gathered at the well appointed Sheraton Jumeriah Beach Resort in Dubai on Monday 27 November for the one day UAE Branch Conference, the fifth Conference since the formation of the branch nearly 10 years ago.

The Report • December 2017 • Issue 82 | 19 The event was opened by Peter Valles, Chairman of the UAE Peter Branch. He thanked the speakers and the sponsors for their Valles generous support. He introduced a short video, recorded by Adam Brancher, IIMS President, who was unable to be at the event in person. All presentations were short sharp as each speaker had only 20 minutes to make his point.

First to speak was IIMS CEO, Mike Mike Schwarz, who in his Schwarz short presentation tackled the subject ‘The relevance of IIMS in the 21st

Member News century and how marine insurers can get the most from Institute members’. In particular he spoke of the need for surveyors to stick to their area of specialism and competence; and he reminded those requiring the services of a surveyor to use reputable The next speaker to be introduced sources only and was Carl Durow from the London P&I to choose those Club, someone who is well known at who are members these events having spoken several of a professional times before. He talked on ‘P & I Ship organisation only. Inspection Surveys - What are The Club’s Looking For?’

Omar Omar, Carl another well Durow Omar known speaker Omar from Al Tamimi & Company, based in UAE, talked about logistics and cargo claims for left behind cargo in ports. His knowledge on this subject was invaluable be laboured the importance of understanding how the local jurisdiction works.

20 | The Report • December 2017 • Issue 82 Member News

Dr Phil Thompson tackled the topic entitled innovative and rapid 3D visualisation and collision simulation technology – riding the wave of the digital evidence revolution, a presentation he had given recently Phil at the IIMS London Conference. He shocked delegates with some of Thompson the real bridge commentary that led to a collision.

Jack Hatcher from Hill Dickinson Jack specialises in Hatcher shipping, advising on both wet and dry matters for vessel owners, P&I clubs, hull underwriters, salvors, charterers, brokers and ports. In his talk, Jack tackled the subject of casualty Next to the podium was Capt John Noble, a investigation Fellow of both the Nautical Institute and IIMS; in the modern and another very familiar face. His presentation electronic era: topic? ‘Introducing Antigua and Barbuda, Yacht “Thinking Outside and Maritime registry - advantages of flying a the Box”. white listed flag’. John brought his many years’ experience to bear on an interesting topic Professor Christopher Abraham spoke both eloquently and covering the difference between white, grey knowledgeably about the disruptive changes that are already and black labelled flags. impacting on the lives of surveyors (and all other professions too for that matter) and warned that the pace of disruptive change is certain to increase further in the coming years. He Capt introduced the audience to the concept of VUCA, an acronym John used to describe or reflect on the volatility, uncertainty, Noble complexity and ambiguity of general conditions and situations.

Professor Christopher Abraham

Vijay Ramachandran

Vijay Ramachandran gave a thorough presentation on the role of surveyors in loss minimization and claim handling.

The Report • December 2017 • Issue 82 | 21 Tony Fernandez, another distinguished senior surveyor from India and IIMS Fellow took to the stage and delivered Tony his presentation with aplomb. His subject? Striving towards Fernandez impartiality as Marine Surveying Professionals - (Concepts, Cases, Concerns and Challenges). Tony kept the audience totally onside using his powerful address and pertinent content for which he is renowned for by many.

Yaman Al Hawamdeh, a Partner in HFW’s Yaman Al Dubai office Hawamdeh locally, presented on berth and

Member News Fender Damage Claims - a Middle East Perspective. Seemingly a rather innocuous subject, it soon became apparent Henrik at the sheer scale Uth of damage and accidents that are reported and caused by this method.

Henrik Uth was the final speaker. His subject? ‘Uber Surveyors - Breaking the Stereotype’. Henrik’s company has been pioneering a platform to promote competent surveyors to P&I Clubs using an inbuilt algorithim to grade them. The platform, which is free for users to access, carries a fee from participating surveyors.

Daniel Vikstrom

Capt Antia

After the Conference, delegates and guests headed out for a reception and dinner on the lawns of the hotel. Just prior to dinner, a lifetime achievement award was presented to Capt Antia by Daniel Vikstrom from main event sponsors, Inchcape.

22 | The Report • December 2017 • Issue 82 The IIMS CPD App...

Helping you keep your points intact and up to date!

For iOS users go to the “App Store”. Android, go to the “Google Play Store”. Search ‘IIMS CPD’ and install the app. Login using your IIMS credentials.

Or the “My CPD Program” link on the IIMS membership details page, re-directs the user to the new CPD Program Website.

Web version, the login panel can be found at: http://cpd.iims.org.uk/CPDWeb/Private/Login.aspx

To see how easy it is to acquire points, you can view the CPD points table here: https://www.iims.org.uk/membership/continuing-professional-development/ The Report • December 2017 • Issue 82 | 23 “Lifeat IIMS 2017 isnever dull” says Chief Executive Officer, Mike Schwarz, as he reviews what has been an absorbing and at times challenging, but ultimately successful 2017.

As we slip into deepest winter in the UK, my thoughts turn to chestnuts roasting in an open fire, (that would make a good lyric for a song), festive cheer and more importantly the chance to have a two week break to recharge my batteries. Yes the end of 2017 beckons. So this is an appropriate time to cast an eye back over what has proved to be a hectic and progressive year, but not without its challenges and hiccups too.

24 | The Report • December 2017 • Issue 82 2017 There certainly have been some colourful and demanding times at IIMS this year, but also plenty of light hearted moments too and over the year the two extremes have balanced each other out. Rapid progress and development has happened in some areas, but frustratingly slow in others. I guess it was ever thus. Running a business (and in my eyes the IIMS is a business and needs to run like one) is never simple and one needs to be flexible at all times – best laid plans and all that.

TheThe ReportReport •• DecemberDecember 20172017 •• IssueIssue 8282 | 25 Expanding that thought process 350 members have used the App to further, the one thing I have learnt make 1,278 claims for CPD points. On the over the years is that when you Remarkable. The whole process has set a strategic plan in stone, it is been transformed and it has made business important and necessary to be keeping CPD up to date simple for flexible because the execution of members and head office staff alike. front that plan is usually fraught with If you are one of the two thirds of challenges and you can easily get members who have yet to try it, I Once the combined accounts are knocked off track. Implementation urge you to give it a go. Versions exist published for IIMS and MSA at dates change and slip; new for iOS, Android and on the web. The some point in 2018, they will show opportunities present themselves, IIMS CPD App is being white labelled this to have been a record trading sometimes when you least expect in readiness to be rolled out for the year, both I suspect in terms of them and so on. They also need to eCMID Accredited Vessel Inspectors turnover and profit. The growth be worked into the strategic plan community from January 2018. in IIMS is modest, but sustainable. too. This year has been a bit like However the growth in MSA has that. Let me explain further. Firstly, been astonishing. More on this later. we undertook to replace the very As a consequence this is the first dated ACT database at head office Changing time that I have felt able to say the using something funkily known as organisation is in a fit and healthy Zoho Creator – an intuitive online, faces state financially. The work that has drag and drop database platform. gone on over the past four years has Having project managed the Over the past twelve months we have borne fruit. implementation of databases from said goodbye to several members of scratch before, I am only too well the IIMS team, some perhaps more We have continued to look for ways aware of the immense headaches surprising than others it must be to reduce our overheads throughout they can cause. And if you get them said. One of the key (and toughest) the organisation and have been wrong, it can pose a serious risk to challenges with any business is successful in further reducing our any business. Indeed I have seen managing the human resource and costs in some areas. Our membership businesses collapse because of sometimes it is very much akin to revenues are on budget. The poor database implementation. The a ‘dark art’. I wish those who have Certifying Authority, administrated by original deadline of having it live by moved on from the Institute good Tania Bernice, has had a decent year, mid-summer came and went for a luck with whatever they go on to do. ahead of budget too. variety of reasons. But we are finally rolling out the new database now. I have to say that a churn in any Although IIMS is a ‘not for profit’ As a consequence we expect that organisation is not a bad thing. The organisation, the reality is that all our members and customers will reality is that we all have our ‘sell no business can exist without see a change and it will improve by’ date and eventually go stale in a generating profit. We have some our efficiency with the ability to role. New people bring fresh ideas development costs to fund in the automate what were previously with them, new and different skills, business going forward and we manual processes and procedures. alternative ways of working and need to think about where the problem solving techniques. Such Institute is located when our 10 On the other hand, the new has been the case with both IIMS year lease comes up for renewal in 3 Continuing Professional and MSA and in my opinion, we end years’ time. That might seem some Development (CPD) App, which was this year of transition with a stronger way off, but let me assure you it is a late entrant into this year’s strategic team collectively than the one we not! I expect with the backing of plan, ran ahead fast and went live started 2017 with. the management board to bring a in February with enhanced, version resolution to the 2018 AGM which two coming on-stream in June. At the time of writing we are just asks for approval from members to Thanks are due to IIMS member, in the middle of a major office buy an office outright. Renting is an Capt Ruchin Dayal and his excellent move, with everyone relocating to expensive business and it is dead team in Goa for their work and a different part of the building. I money with nothing to show at the professionalism in this area. Such expect this new layout to add fresh end of the lease. Owning our own has been the success of the CPD impetus and to help individuals property is an investment for the App that we simply wonder to ‘sharpen their saw’, in future and in my opinion in the best how we managed before it. readiness for the challenges interests of the membership. It will At the time of writing, over that lie ahead in 2018. also reduce the Institute’s overheads too. With this in mind, we have started to build a financial fund to enable us to pursue this goal if the membership votes to accept the resolution as and when it is made.

26 | The Report • December 2017 • Issue 82 of my job I very much enjoy. The with around 600. The area of Educating search for meaningful and relevant biggest growth has been in the editorial content is exhaustive. Technician member category. This new surveyors Getting the right balance between is largely as a result of the work we the various marine surveying are doing with the RMCI and eCMID We have talked endlessly in the past disciplines is a constant battle. programmes through the Marine couple of years about the route Commissioning experts in various Surveying Academy. into marine surveying for younger fields to share their knowledge is surveyors. This remains a topic for ultimately rewarding. Hearing from In the past few weeks we have hot debate and no-one can come members how much they enjoy embarked on a strategy to target up with a watertight, guaranteed reading it is wonderful. My thanks and attract new members to the solution. However, the two IIMS to Craig Williams who designs Institute. The work we have done Professional Qualifications in Large and interprets the words in such a with our specialist below the line Yacht & Small Craft and Commercial professional way. digital marketing agency has paid Ship marine surveying remain handsome dividends with the popular and a good starting point The series of handy guides has now Professional Qualifications for many. reached sixteen and there are more waiting to be brought to market The IIMS course content (now an and published. We have sold award winning programme) is hundreds of copies of the various Training undoubtedly amongst the finest guides and they are well received in material available anywhere the market place. seminars, in the world on the subject of marine surveying. The content is Our social media presence workshops and constantly being modified, updated continues to bear fruit. We have and refreshed. A new module over 1,300 followers on Twitter conferences has been released for those who and broadcast tweets most days work in the area of surveying steel of the week to that audience. One way and another, 2017 will go narrowboats. It was humbling that Our LinkedIn discussion group is down as a busy and memorable our significant activities in this area now well over 1,000 individuals, training year. We kicked the year were recognised recently when the including some influential off with two days of Recreational International Maritime Club gave organisations and people. We have Craft Directive training in the their Award for Excellence to IIMS continued to build our video library UK. A visit to the Royal Huisman as the leading maritime training via the IIMS Marine Surveying superyacht yard in northern provider. Some accolade and one YouTube channel. Currently there Holland was an eye-opener and we are justly proud of. are over 100 videos made at various a privilege for all those who locations, events and conferences, attended. Our annual visit to Palma The intake this year has been fair, all free to watch. for the Western Mediterranean until October when we attracted Large Yacht & Small Craft Working almost 30 new students into the We now publish and maintain Group (LYSCWG) was a success course. No one can recall having 15 web sites. Astonishing. But as were the Scottish LYSCWG such a large intake ever before. still iims.org.uk is the main site. If in November and the ‘Super’ you do not visit it regularly, you training event at Portsmouth. Our are missing out. There are two afternoon session run at Seawork landmarks to report. Firstly we have by the Small Craft Surveyors Publishing and just published our one thousandth Forum (of which IIMS is a keen and story on the site; and secondly the active participant) was very well communications site attracted over 18,000 unique attended. We have attracted some visitors last month – a record. great and competent speakers The Institute continues to work over the year, who have willingly very hard to deliver meaningful, shared their extensive knowledge pertinent and entertaining with delegates. In mid-year, we communications for its members Membership organised a highly successful joint and others engaged in the marine IIMS and eCMID Conference and sector through a variety of channels Camella Robertson replaced Jan Seminar in Singapore. If I have one and media. Cox, who retired at the start of the sadness this year, however, it was year, as Membership Secretary and the very low turnout at the IIMS These days the jewel in the crown has proved to be popular. Over the London Conference. The content would appear to be this very past year membership has grown delivered over the two days was publication, the quarterly Report once again and we are now at our quite excellent according to those Magazine. It is one of the aspects highest ever level of full members who were present, but not enough

The Report • December 2017 • Issue 82 | 27 people were present to benefit those who are not recognised by from it. The management board The Marine accreditation and these people reflected on this and it has been will not be able to enter details decided there will be no London Surveying on to the new eCMID database. Conference in 2018 and a separate Inevitably we expected an upturn announcement will be made about Academy (MSA) in interest and demand and so it the AGM. has proved. A flood of applications surges onwards for accreditation has been received One of the new innovations, in the last quarter of 2017. There successfully launched this year, If you had told me three years will certainly be some challenges was the roll out of semi-regular ago that IIMS and MSA would be for us to manage in the coming IIMS online seminars using the playing a leading role and making weeks as this deadline looms Zoom platform. Over 130 delegates a significant difference in two and then becomes a reality. have joined the various 90 minute distinct and highly important areas There are new guidance notes presentations. As well as taking the of the marine sector, I would have to prepare, new CPD to devise live feed, delegates receive a copy not believed you. But the simple and new content added to the of the presentation and a video fact is that the work we are doing ecmidvesselinspectors.com web made of it too. Watch out for more in the areas of superyacht coatings site. 2018 promises to be a very online seminars coming in 2018. inspections and the accreditation full on and eventful year for Hilary It is a great way to learn and be of inspectors working in the and her new team, not least as involved without having to leave offshore auditing arena has put us we evaluate several other similar your desk! at the very heart of these sectors. accreditation courses that we may bring to market in due course. Hilary Excell is the Business Manager, responsible for the Committee growth and development of MSA and this has been a buoyant year. And finally involvement After a slow start, the Registered Marine Coatings Inspectors (RMCI) my personal Time has come for the process of programme has sprung into life succession planning to take place later in the year. Over 100 coatings thanks and a refresh of the make-up of the experts have now achieved the various committees. Age catches qualification and been through There are simply far too many up with us all eventually and to the course and examination. people to name individually, ensure a seamless transfer in the Leading consultancies such as but there are many people who mid-term, this is being addressed Wrede and CCS have put their contribute to the success of now. I welcome expressions of teams through the programme. the organisation, many unsung interest from any member who Increasingly now, the superyacht heroes amongst them. My feels they might like to contribute yards and builders are insisting on thanks to my colleagues who to the Professional Assessment and/ only qualified RMCI being allowed have stood by me throughout or Education Committees. We also to do the inspections. the year. I am also appreciative need some new members on the of those who have written for IIMS management board in a non- The other area of operation is the The Report Magazine and given executive capacity. These roles are eCMD Accredited Vessel Inspector freely of their time to present at not onerous and are on a voluntary programme which we run on the various seminars and training basis, although travel expenses are behalf of the International Marine events around the world for your reimbursed should you need to Contractors Association (IMCA). benefit. I also say thank you to attend any face to face meetings. If From humble and quite slow the various Committee Chairmen this would interest you, then make beginnings, this programme has and committee members, contact with head office. gained significant momentum. Regional Directors and the various This year we had the opportunity international branch secretariats. to meet many of those enrolled And finally I want to thank the in the scheme at the inaugural management board for their eCMID AVI seminar in Amsterdam continued support. in April, followed by another gathering in Singapore. Over I wish you all the best for the 400 have now come forward to festive period and may you have be assessed and over 350 have a prosperous year in 2018. gained the accreditation. This is of particular relevance as from 1 Mike Schwarz January 2018, IMCA is closing out Chief Executive Officer

28 | The Report • December 2017 • Issue 82 Surveyors play a key role in challenging the hull insurance landscape BY Rama Chandran Head of Marine, QBE Insurance (Singapore)

Even in a world characterized by critical dangers in their day-to- intelligence of survey reports filed rapidly changing technologies, the day operations. Global trade flows by marine surveyors to make the traditional method of maritime would also be negatively impacted. final decisions on the legitimacy and shipping continues to serve as an payout of claims. important conduit for both trade The Hanjin Shipping bankruptcy and business. Shipping remains the illustrated the detrimental effects An in-depth report that examines backbone of globalization and lies that financial setbacks can have causality rather than merely at the very heart of the cross-border on shippers as some US$14 million stating the issue at hand offers our transport networks that support in cargo was stranded at sea. The underwriters more intelligence supply chains and enable goods to financial impact on firms conducting about the situation at sea, enabling move between countries. trade through Hanjin was huge. them to conduct proper assessment and to determine whether there are Last year’s bankruptcy of Hanjin Insurance coverage helps protects more systematic issues in play that Shipping served to highlight the shippers who experience loss can be addressed to ensure a lower critical importance of the maritime or setbacks by apportioning rate of recurrence. sector to the global economy. The resources collected from the wider financial demise of South Korea’s community of ship owners to those largest container line and one that have a genuine need for it. Significant claims of the world’s top ten container Simply put, ship owners rely on on machinery carriers in terms of capacity insurance coverage as their safety had multiple knock-on effects, net. However, as of late, the buffer Traditionally, machinery claims have including sharp increases of 50 per that insurers have between the represented the most significant cent and more in freight rates for collective pool of finances collected portion of claims paid out by routes operated by the company. through premiums and the cost of marine insurers. The probability Additionally, many of the world’s claims paid out is beginning to thin, of damage to or loss of machinery manufacturers faced delays in which is ultimately unsustainable. would be higher than that of hull receiving raw materials and parts, As that buffer continues to erode, damage, just by virtue of there which also meant that delivery of marine insurers may be forced being so many components on their products was also delayed. to adjust premiums or increase a ship – which themselves are deductibles as a countermeasure exposed to physical, mechanical to ensure they are able to continue and electronic vulnerabilities as a Insurance coverage supporting the maritime shipping result of being continuously in use ensures viability industry in the foreseeable future. (and even under stress). Damage to the hull of the ship would usually Marine insurance plays a critical To this effect, surveyors play a key only arise in collisions or grounding role in ensuring viability of the role in making sure that insurance or due to extreme environmental world’s shipping industry. Insurance premiums are kept both realistic and factors and weather conditions. protects against the many risks competitive for the marine shipping associated with the moving the industry. As insurers are unable In 2016, machinery claims form cargo and raw materials across to conduct damage assessments close to 40 per cent of claims vast oceans and over borders. for claims ourselves – due to the processed by marine Insurers and Without such insurance coverage, obvious conflict of interest – we account for the largest portion of the shipping industry would face must rely almost exclusively on the total claims paid out, at 42.1 per

The Report • December 2017 • Issue 82 | 29 Almost 40% due to Machinery

Source: Nordic Marine Insurance Solutions cent. This means machinery claims As such, the inefficiency arising ship’s main engine is around US$1.5 represent a grey area in the insurer- from this provision in the ITC is million, which essentially means that insured relationship as insurers are likely to be one of the contributing the amount paid out in machinery duty-bound to shoulder extensive factors to the slowly diminishing claims in 2015 could finance risk and liability when it comes to buffer marine insurers need at their more than 1,700 new engines – or machinery loss or damage. disposal to continue supporting more than the 1,600 total engines the shipping industry in times of delivered for new ships that year. Under the Institute Time Clause need and peril. Insurers will never This emphasizes the need to address (ITC), which governs what is skirt their responsibility to work inefficiency in maintenance for insurable under marine hull positively with the marine shipping existing equipment. insurance, negligence of master industry. However, more needs officers, crew, pilots, repairers or to be done to ensure ship crews charterers are insured perils. This maintain a culture of thorough Identify the root causes means that insurers are expected maintenance and servicing. to minimize losses to pay claims out, even if the incident was due to negligence To help understand the waste this Of course, the smooth operation on the crew’s part. With ship entails, consider this: the shipping and serviceability of a ship hinges crews not being held liable for industry paid a total of US$7.6 on many factors that go beyond the their own errors, and instead billion in insurance premiums in regular maintenance of components transferring this liability to their 2015 of which US$2.6 billion were and machinery. Other important insurers, a potentially careless ship machinery claims (again, the most considerations include crew maintenance culture can easily take significant portion of total claims training and competency, as well hold on board vessels. paid out). The average cost of a ensuring the right fuel treatment

30 | The Report • December 2017 • Issue 82 and lubricating oil management. caused ship owners and shipping mindset and emphasis on finding However, continuing to pay out managers to stretch resources as far the real reasons behind persistent claims for replacement or repair as they possibly can. This has given problems should be regarded as of damaged components without rise to some less-than-ideal ship common practice in generating first finding the root causes of these maintenance practices, including damage assessments. problems will only lead to further the use of parts from non-original gradual depletion of the buffer equipment manufacturers and The delivery of larger ships that between claims paid and premiums employment of non-approved operate with more sophisticated collected, which as noted earlier is workshops for servicing of high- systems will also drive significant ultimately lead unsustainable. tech specialised equipment. change. As a result, ship owners’ Also delaying equipment or exposure to risk is becoming greater, As former seafarers, captains and engine overhauls till the very last and this will mainly be borne by chief engineers, surveyors are well- minute, and the employment of their insurers. While insurers have versed and very familiar with the unauthorized service engineers. supported the marine shipping inner workings of ships, whether industry since its early days, the in relation to a ship’s systems and While this might help cut down increasing competition both in the components or the working culture on costs for ship owners in the shipping and insurance landscape of its crew. This puts surveyors in short term, delayed servicing and has also increased pressure on loss a prime position to offer greater use of non-original equipment ratios, which could end impact the analysis and insight into deeper- could have detrimental long- price of premiums and deductibles seated issues which, once rooted term effects on a ship’s systems in policies going forward. out and addressed, could see both and components, leading to the shipping and marine insurance an increase in claims made for As marine surveyors are the industry operate more sustainably. damaged or lost machinery. eyes and ears of insurers, the Ships and their machinery would importance of detailed reporting then function more effectively and cannot be understated. Insurers insurers could see less recurrence Conducting thorough have a responsibility to ensure in types of claims paid and see an risk assessment they maintain an adequate buffer increase in the buffer needed to to be able to finance any major continue supporting the marine Beyond providing financial payouts catastrophes, such as the Costa insurance industry’s sustainably. in times of peril, and providing Concordia shipwreck in 2012 or insulation from financial setbacks the Sewol ferry disaster in 2014. While a surveyor’s main role is to for ship owners plying their trade in However, if the buffer continues to investigate a claim and present global waters, marine insurers also be depleted by claims for small but their assessment of damages play advisory roles to ship owners increasingly common issues arising reported to insurers for claims by conducting thorough risk from crew negligence or neglect, processing, the detail in each assessments as part of the regular the desire of insurers to continue individual report goes a long way to policy writing and review process. to financially support firms caught helping identify other factors that With a greater awareness of root in unfortunate eventualities could contributed to the loss or damage issues that lead to system failures be compromised. of machinery. Armed with a greater on ships, insurers are then able to level of detail, insurers can then alert and educate ship owners and Against this backdrop, surveyors decide if support beyond a financial their crew on best practices which need to adopt the greater payout is needed to help the ship can serve as the first step in cutting responsibility of being investigators achieve greater efficiencies in the down overall down time or even on top of being reporters, to help long run, lessening their overall grounding of a ship. support insurers’ ability to mitigate reliance on insurance claims pay and transfer the risk of perils at sea outs to keep their vessel in top The role of surveyors and insurers for the global shipping community. shape. Surveyors, as such, need to will need to evolve with and adapt After all, insurers are here to recognize the critical importance to the challenging hull landscape support sea trade, and seek to do of their roles and the wider impacts that ship owners and crews work so by providing insulation through that their work can have on the in today. Acknowledging the many adequately priced premiums that overall global shipping sector. challenges shippers face to operate make economic sense to owners. with lesser expenditure and cost, Any imbalance in the economics While we are aware of the many surveyors should see their roles of marine insurance is likely to underlying issues that affect the move from simply reporting have a direct effect on premiums overall serviceability of a ship damages or loss of a ship’s deductibles and cover, which then and its components, insurers also components and serviceability also directly affects the viability understand that the increasingly to also being investigators to of sea and international trade. challenging and competitive identify root causes of issues that Collectively we need to do all we global shipping landscape has have surfaced. This investigative can to stop that from happening.

The Report • December 2017 • Issue 82 | 31 The problem of oil washed overboard from hydraulic deck equipment...... and the regulations and environmentally acceptable lubricants surrounding the issue

Regulations and Environmentally difficult to prevent, far outpace catastrophic events and result in Acceptable Lubricants (EALs) lost productivity, environmental damage, costly fines, remediation With stringent global costs, and negative public image. environmental regulations increasing, oil spills and leaks To address the increasing concern continue to be of great concern regarding the impact of spills, leaks in marine operations. While most and discharges of chemicals into think of oil spills in terms of the oceans, the U.S. Environmental BY LARRY BEAVER, Ph.D. major failures or leaks, the more Protection Agency (EPA) developed common ongoing fluid leakage and the 2013 Vessel General Permit Vice President of discharges from marine equipment (VGP). The VGP is applicable to all Research & Development result in millions of gallons of oil commercial vessels larger than 79 and hydraulic fluids being released feet, operating within three nautical RSC Chemical Solutions into the aquatic environment each miles of either the United States and RSC Bio Solutions year. Chronic leaks, which are very coastline or in any of the Great

32 | The Report • December 2017 • Issue 82 Dr. Larry Beaver is Vice President of Research & Development at RSC. He oversees research leakage from propulsion and development, regulatory, and environmental functions for all divisions of the systems – is now a major oil company, including EnviroLogic®, FUTERRA™ and SAFECARE® products as well as the pollution concern with hefty GUNK®, Motor Medic®, Liquid Wrench®, and the Tite Seal® brands. legal consequences. With the leakage caused by stern For over 30 years Dr. Beaver has been actively involved in the commercialization of safer tubes, as well as spillage from consumer and industrial chemical products. His experience ranges from developing other types of lubricants used low-VOC waterborne coatings to creating safer alternatives to replace arsenic-based wood in maritime operations, this preservatives. His current research efforts focus on safer zero-VOC cleaners, degreasers, has driven the need to assess and specialty lubricants and functional fluids for DIY and commercial use. alternatives to conventional oils and a means to oversee Dr. Beaver is the principal inventor on more than 14 patents covering product design and alleviate the discharging of and novel sprayer technologies for cleaners, coatings, and lubricants. He has served as lubricants from a vessel. President of the Southern Aerosol Technical Association where he currently serves as a member of that association’s board of directors. Dr. Beaver is also active within the Equipment with an oil-to-water National Aerosol Association, the Western Aerosol Information Bureau, and the Society of interface such as stern tubes, Tribologists and Lubrication Engineers. He currently serves on the Industry Advisory Board stabilizers, thrusters, rudders, for the Tribology Minor in the College of Engineering at Auburn University. propellers and bow thrusters are the biggest discharge contributors Dr. Beaver has spoken on various regulatory topics at the international, national and and have been the primary focus regional level. He is considered an expert in VOC regulations (CARB, SCAQMD, OTC, LADCO) of environmental regulations e.g. and formulating products to meet those requirements. EPA’s 2013 VGP. Equally important are other discharges that result Dr. Beaver was granted a B.A. in Chemistry and Biology at Cedarville College and a Ph.D. from runoff or wash-off from from Miami University in Oxford, Ohio. deck equipment such as deck cranes, winches, mooring drums, windlasses, capstans, emergency towing arrangements, hatch covers, Lakes. It requires the use of Data on Discharge etc. Deck equipment can have Environmentally Acceptable leaking seals on shafts and in turn Lubricants (EAL) in equipment Contributors cause gear oil leakage that will leak that requires a lubricant and onto the deck and will ultimately has a potential oil-to-water Dagmar Schmidt Etkin, Principal wash over the side of the vessel and interface. Consultant at Environmental into the water. Intermittent spillage Research Consulting, conducted or leakage of petroleum-based a study on operational discharges oils are very apparent due to the Marine Applications of lubricant oils within ports rainbow sheen that resides on the that use EALs and harbors, as well as when in surface of the water. transition from harbor to port. In EALs should replace traditional turn, an abstract was developed by Etkin estimated the discharges petroleum lubricants in all Etkin titled “Worldwide Analysis of from deck machinery and in-water marine applications where there In-Port Vessel Operational Lubricant machinery based on the amount is any oil-to-water interface. Discharges and Leakages”. of oil used that was reported to Marine vessels contain a variety a lubricant supplier in a five-year of equipment that require Etkin concluded that most blue collection of data on daily usage lubricants, oils or greases. water ships operate with oil- of lubricants while in port and en The oil-to-water interfacing lubricated propulsion systems route of port. In Table 1 below, equipment includes stern tubes, and a significant number Etkin estimated the average per- stabilizers, thrusters, rudders, of applications for on-deck port visit inputs (discharges) from propellers, bow thrusters, etc. and in-water (submerged) deck equipment from all vessel While legislation has not yet machinery utilize lubricating types. Keep in mind that leakage mandated the use of EAL in deck oils as well. As what was once from deck machinery lubricants can equipment, it is recommended considered typical “operational enter the water during washdowns by the EPA in the 2013 VGP to consumption” of oil – oil and stormwater runoff. use biodegradable lubricants. Applicable deck equipment includes deck cranes, winches, mooring drums, windlasses, capstans, emergency towing arrangements, hatch covers, etc.

The Report • December 2017 • Issue 82 | 33 Table 1. Average Input of Lubricants from Table 2. On-Deck Machinery: Lubricant Consumption Deck-Based Machinery in Port per Vessel Port Visit

Average Input Average Deck Machinery Type per Port Visit Vessel Type Consumption (liters) per Port Visit Deck crane gears 0.073 (litres) Dredge pump shaft bearings 0.033 Bulk Carrier 57.92 Gear-driven mooring winches 0.102 Container Ship 57.70 Gear-driven windlasses 0.024 General Cargo 52.14 Hose-handling cranes 0.007 Chemical Tanker 51.00 Hydraulic system prov cranes 0.022 Cement Carrier 42.38 Hydraulic deck machinery 0.197 Passenger/Ro-Ro 39.96 Hydraulic windlass mooring winches 0.019 Ro-Ro Cargo Ship 36.90 Hydraulic capstans 0.030 Self Disch. Bulk 30.47 Hydraulic cranes 0.096 Crude Oil Tanker 30.18 Hydraulic hatch systems 0.126 Pontoon 25.00 Hydraulic mooring winches 0.110 Chemical Tanker 24.79 Hydraulic split systems 0.007 Dredger 23.60 Hydraulic system stern ramps 0.027 Refrig. Cargo 21.03 Miscellaneous hydraulic systems 0.210 Oil Prod.Tanker 20.12 Ro-ro hydraulic systems 0.007 Tug 20.00 Hydraulic water-tight doors 0.004 Ore Carrier 19.00 Hydraulic windlasses 0.095 Offshore Tug 13.40 Towing winches 0.005 Passenger /Cruise 12.50 Towing winch gears 0.003 Motor Hopper 12.33 Hydraulic trim tabs 0.025 Heavy Load Carr. 11.67 Tugger winches 0.010 Fishing Vessel 11.50 TOTAL 1.232 Crane Ship 11.00 Container Ro-Ro 10.87 D.S. Etkin. (2010) Vehicles Carrier 10.17 Trans Shipment 9.50 In Table 2 shown right, Etkin estimated the average Wood Chip Carr 9.50 inputs (discharges) of lubricants from deck equipment Offshore Supply 8.56 from all vessel types. According to research findings Bulk/Oil Carrier 7.00 provided by Etkin, it is estimated that approximately Dredger 7.00 10% of the oil that enters the water is through runoff or deck washdowns. Palletised Cargo 7.00 Research Vessel 6.67 Based on Etkin’s research, discharges from deck Live Fish Carrier 6.00 equipment were primarily from bulk carriers and container ships. Hydraulic deck equipment was the Passenger/ Cargo 5.25 greatest source of lubricant discharge. LPG Tanker 5.05

D.S. Etkin. (2010)

34 | The Report • December 2017 • Issue 82 Solutions that meet your needs only a matter of time before the hamper growth and thus, pressure scrutiny of multiple environmental to harmonize regulations is likely For heavy duty deck equipment, the agencies focus on the oil coming to continue alongside the regional shipping industry need EALs that from the surface equipment. and global integration of markets. offer the appropriate performance Why aren’t ship owners “early Currently, EPA and the International characteristics for the harsh adopters” for using EAL fluids in all Maritime Organization (IMO) are environment – water resistance, equipment on the ship where the working together to develop and good spray-off resistance, good chance of it ending up in the water implement legal standards that shear stability and the ability is great? It’s a mindset! There address vessel source pollution and protect ferrous and yellow metals are those ship owners that have ocean dumping. EPA also works – while also meeting the stringent started using EALs in their surface with the United Nations Caribbean global regulations that are in equipment because they believe Environment Program based in effect. Utilizing solutions that offer in environmental protection and Jamaica, focused on reducing land- optimal performance while offering doing their part. However, most based sources of marine pollution, a safer choice for employees to will wait until they are forced by including in the Gulf of Mexico and handle with less impact on the legislation or liability concerns to the wider Caribbean region. environment is the right choice. In adopt EALs. With the VGP, the pending Small addition to regulations requiring Vessel General Permit (sVGP), EAL usage, cleaners that are VGP and other global sustainability compliant are also required. These initiatives firmly in place to regulate are often an overlooked component Choosing the Most Suitable discharges, you can select the of the VGP. VGP Compliant Cleaner right EAL or cleaner that will meet or exceed your equipment needs. Little attention has been paid Keep in mind that while EALs are The Paradox of Deck to an important, but often mandated by legislation to be overlooked component of the used in oil-to-water interfacing Equipment Runoff VGP regulations: routine deck and equipment, they are not required cargo hold washdowns. Cleaners but recommended by the EPA All deck surfaces and equipment aren’t typically top of mind when to use in all deck machinery/ will periodically impact water discussing VGP compliance. They equipment. quality — either through are 100% loss products and little precipitation, green water or sea thought is given to the safety of spray — resulting in vessel runoff. those using them or the impact of Green water carries residue like the cleaner when it ends up in the Conclusion oil, grease, paint chips and debris ocean. However, just like the oils, In marine operations, oil and from deck or equipment surfaces. they can impact the aquatic life in lubricant spills and discharges It can also include runoff from deck the ocean if proper attention isn’t are unavoidable. The industry washdowns performed by the crew, paid to the type of cleaner used. In has worked diligently to meet which includes soaps, detergents addition to being phosphate free and exceed what is required of and cleaning solvents. Discharge and biodegradable, the cleaner operators in these situations and to rates from deck runoff vary from should be effective in cleaning proactively minimize their adverse vessel to vessel depending on a but also pose no risk to the people impact on the environment. Broad wide variety of factors including using them or the aquatic life in use of EALs is one way to help weather, frequency of deck the water. Safety Data Sheets address the issue, whether it’s the washdowns, and the type, size clearly outline the hazards to both requirement to use an EAL with and maintenance state of deck the workers and the environment, oil-to-sea interfacing applications machinery. but in many cases, the hazards are or a recommendation to use EALs overlooked or the buyers selecting with deck machinery. Using EALs in What has been an interesting the products are unaware of the all equipment where there is a risk paradox is that the focus for safer alternatives. of the oil getting into the water is oil entrance into the oceans not only complying with current has focused on below surface regulations but is the right thing to propulsion systems. Granted, those do for the aquatic environment. systems contribute the most to What’s Next? Legislation and Environmentally polluting the environment with According to environmental Acceptable Lubricants (EALs) petroleum oils but the oils on the consultants and advisors, there The marine industry is one of the surface of the ship that end up in are currently thousands of new most heavily regulated industries the water are largely ignored by environmental regulations awaiting and was amongst the first to adopt both the controlling agencies and attention from regulators around widely implemented international the ship owners themselves. It’s the globe. Different standards safety and environmental

The Report • December 2017 • Issue 82 | 35 Legislation and Environmentally - biodegrading into carbon dioxide reported to the National Response Acceptable Lubricants (EALs) and water by ≥ 60% or more within Center. Specifically, the regulation The marine industry is one of the 28 days (according to OECD 301B requires the person in charge of most heavily regulated industries or ASTM D7373 methods). Next, a facility or vessel responsible and was amongst the first to adopt they must be “minimally toxic,” for discharging oil that may be widely implemented international causing only a light impact on “harmful to the public health or safety and environmental the aquatic environment (LC50> welfare” to report the spill to the standards. It is principally regulated 100mg/L for lubricants and federal government. The regulation by the International Maritime LC50>1000mg/L). Lastly, they also establishes the criteria for Organization (IMO), which is are “not bioaccumulative,” and determining whether an oil spill responsible for the protection of must have a low propensity to needs to be reported. the marine environment and has, bioaccumulate in organisms. over many years, adopted a wide The criteria are: range of measures to prevent and • Discharges that cause a control pollution caused by ships. Reporting Under “The Sheen Rule” sheen or discoloration on the One of the main goals of IMO is to The Clean Water Act of 1972 surface of a body of water; mitigate the effects of any damage mentions discharges of oils should • Discharges that violate that may occur as a result of not exhibit any visible ‘sheen’ on applicable water quality maritime operations and accidental the water’s surface otherwise it is standards; and spills, leaks and discharges. considered a pollutant (according • Discharges that cause a to CFR 40 Part 435 A). This has led sludge or emulsion to be In 2008, the EPA issued the first to a common misperception that deposited beneath the version of the Vessel General Permit the United States Coast Guard surface of the water or on (VGP). The VGP was amended by approves oils based on the oil adjoining shorelines. the EPA in 2013 to require all vessels not leaving a sheen. Under the to use EALs, rather than mineral legal authority of the Clean Water Environmentally Acceptable oils, in all oil-to-sea interfaces Act (CWA), the Discharge of Oil Lubricants (EALs) offer a full unless technically infeasible. regulation, more commonly known range of performance levels while as the “sheen rule,” provides the minimizing (but not eliminating) Environmentally Acceptable framework for determining whether the risk of triggering the reporting Lubricants are defined by the EPA as an oil spill or discharge to inland requirements of the “sheen rule”. offering these three characteristics. and coastal waters and/or their It’s important to note that correctly First, they must be “biodegradable” adjoining shorelines should be formulated EALs provide higher

36 | The Report • December 2017 • Issue 82 performance and longer service HETG offer good seal compatibility intervals than some petroleum This type of environmentally and deal well with water ingress, based lubricants. friendly fluid is better known as as they separate from water conventional vegetable oil-based (demulse) without impacting their EAL Confusion in the Marketplace fluid. While these fluids are readily performance properties or their There’s conflicting information biodegradable and deliver a chemical stability. This demulsing in the marketplace about EALs. A lower impact on the environment, characteristic also allows for the lack of agreed-upon definition is enhanced frictional characteristics fluid to be separated from the one contributing factor, as is lack and improved viscosity index at water, filtered, and returned to use. of awareness of the four different high temperatures, in a marine types of EALs that are available. setting this category’s performance Inconsistent performance claims can be limited due to oxidative References/Contributors from manufacturers have also led to and hydrolytic stability. With the the confusion. demands of certain applications, HETG lubricants’ limited Miller, M. “The Effects of EALs on Let’s address a few myths right from temperature range reduces the Oil Spill and Discharge Reporting & the start: performance they can deliver and, Remediation”, Maritime Reporter & often, their life cycle expectancy. Engineering News March 2015 pp. EALs DO: 18-19 * Perform equal to or better HEPG than petroleum lubricants Polyglycol synthetic (PAG) US Environmental Protection * Mitigate the discharge’s lubricants deliver a fire-resistant Agency (EPA), “U.S. Environmental environmental impact option. The downside is that they Protection Agency (EPA) National * Improve productivity, frequently are not compatible Pollutant Discharge Elimination which leads to profitability with conventional seals or filters. System (NPDES) Vessel General Permit In switching to or from another for Discharges Incidental to the EALs DON’T: type of lubricant, HEPG fluids are Normal Operation of a Vessel (VGP)”, * Eliminate spill occurrence also typically not compatible with Docket ID: EPA-HQ-OW-2011-0141, * Eliminate the need to report petroleum- or vegetable-based December 19, 2013 a spill or discharge fluids, which could add significant * Eliminate the need to clean maintenance costs to flush or Lionberger, L. “Regulatory Growth up a spill or discharge remove the previous fluid before Drives Search for Durable Lubricants”, introducing the replacement fluid. Marine News June 2017 pp. 26-29 The Four Types of EALs These synthetic lubricants absorb According to ISO standard 6743/4 water over time, which negatively Etkin, D.S. (2010). Worldwide Analysis for hydraulic fluids, there are impact performance and lead to of In-Port Vessel Operational Lubricant four chemically different types of the formation of rust or acid and Discharges and Leakages. Retrieved lubricants available to meet the ultimately damage equipment. from http://thordonbearings.com/ specified needs for environmental system/documents/documents/103/ acceptability. The categories are HEES original/Analysis_of_In-Port_ as follows: Synthetic ester-based lubricants Vessel_Operational_Lubricant_ make up the HEES type of fluid. Discharges_and_Leakages. • Vegetable Oils (HETG) HEES fluids are often hydrolytically pdf?1281430521 • Synthetic Esters (HEES) unstable, meaning that their • Polyalkylene Glycols (HEPG) molecules essentially “unzip” Clark, L. “The First of Its Kind - • Polyalphaolefins (PAOs) when water is introduced. These Designed to Improve Performance, and related hydrocarbon lubricants are also susceptible to Increase Uptime, Enhance System products (HEPR) acid formation and subsequent Longevity”, Maritime Reporter & seal deterioration. Engineering News December 2016 While these categories may be pp. 16-17 unfamiliar to some, the typical HEPR fluids that fall into these categories Poly Alpha Olefins (PAOs) and RSC Bio Solutions, 2015 will be more familiar, and it quickly related products, in particular Environmentally Acceptable becomes apparent which are the bio-polyalphaolefin (BPO) fluids, Lubricants (EALs): Choosing the best options available for marine- deliver the best option for most right EAL type for your application based hydraulic applications. marine hydraulic applications. Whitepaper pp. 1-2 These fluids are more durable and Here are the four types of EALs, able to operate in a wide range Miller, M. “From Bow to Stern: along with their performance of temperatures, which leads Performance & Sustainability”, Marine advantages and disadvantages: to longer fluid life and often a News September 2013 pp. 28-32 lower total cost. HEPR-type fluids

The Report • December 2017 • Issue 82 | 37 This article was first published by The Maritime Executive and is reproduced by their kind permission. The P&I Insurer’s Role in Salvage

Major marine casualties are rare events but values are increasing and so BY Eamon Moloney are the liabilities that need to be addressed.

Eamon Moloney is North P&I’s In every marine casualty the It is for the master and owners parties involved have a shared to assess the dangers facing Deputy Director (Claims). interest in bringing about the best the ship and crew and to take outcome for the crew and vessel, whatever steps are necessary to Eamon joined the Club from and the most successful response manage those risks; very often Eversheds, where he was efforts are usually those with the the appropriate response will be best level of communication and to bring in professional salvors. Partner & Head of Admiralty understanding. A P&I Club is only The master and owners must be Law, specialising in marine one of many parties, but the range confident that their insurers will of liabilities that we indemnify support whatever professional help casualties and pollution. and the specialist knowledge that is needed to mitigate the dangers we contribute ensures that P&I of the situation. In the face of “real Before qualifying as a lawyer involvement is always “from cradle and present danger,” time spent Eamon spent ten years in the to grave.” consulting or negotiating is time wasted and can only increase the Royal Navy, with worldwide In every casualty response, the dangers faced by the ship and crew. service as the navigation safety of life (most often that The standard casualty-response of the crew) is paramount. This contracts, particularly Lloyd’s officer of minesweepers, priority is not restricted to the Open Form (“no cure-no pay”), immediate response, because the avoid the need for consultation frigates and destroyers. He ever-present risk of criminalization and negotiation in emergency was named ‘Shipping Lawyer means that crew members often situations, and masters and owners remain in the front line even after should not hesitate to agree them. of the Year’ at the Lloyd’s List the immediate dangers to life, the When assessing danger, a good test International Awards of 2005. environment, and property have is to ask yourself, “What will happen been addressed. if I do not accept this assistance?”

38 | The Report • December 2017 • Issue 82 Casualty Response teams and communications. Only Casualty Management when those are working properly On average, most owners will only should you introduce more lifelike No two marine casualties are experience a significant casualty exercises, in real time and involving the same, but the similarities are every 10 years, and some will a range of risks and responses. greater than the differences and a never do so. This is an encouraging P&I Insurers are always happy number of useful techniques can statistic, but it often means that to contribute our experience to be applied to almost every casualty. many members of owners’ response marine-response training and drills. Here are a few of them: teams will be experiencing their first, live casualty and learning on the For most crew members, Casualty management involves an job. Conversely, insurers and brokers experiencing a major casualty will ever-increasing number of parties, specializing in marine casualty will reinforce the value of their skills especially if there is a risk of damage encounter these situations regularly. and training. A small minority may to the environment. A key to good be adversely affected and they will casualty management is liaison, and Despite any lack of direct experience need specialist assistance, which the whilst this can be done by e-mail, in marine casualties, the standards P&I Insurer will be ready to provide. there are some alternatives. of casualty response are improving steadily. This is partly due to better A significant feature of every Firstly, a daily telephone communications (there are still casualty response is the period of conference, ideally with a single enough of us who remember chaos, which may be an hour or it dial-in number, a fixed time of day telex), but is more down to greatly may be three weeks, depending and a fixed agenda. The first two improved Safety Management on the nature of the casualty, the conferences may appear chaotic Systems and, in particular, the value location and the assistance required. but very quickly the participants of drills and exercises. A key feature of casualty response will learn the value of listening training is to ensure that during this rather than talking. Do not use Practice makes perfect and for period of chaos, the correct priorities the conference to discuss what owners who are implementing are identified and the necessary was done today, the important or exercising a casualty response and immediate steps are taken. If thing is to agree what will be done plan, good advice is not to be your priorities are first life, then the tomorrow - in this way conflicts too ambitious too early. Initial environment and then property, you and bottlenecks will be minimized. exercises should test basic systems, will not go far wrong. Because of our involvement across a range of issues, P&I insurers are often well placed to arrange and manage these conferences.

Another valuable technique is the cup of coffee. In most casualties it is a good idea for the insurers and brokers to meet as soon as practicable, if only to put a face to each name. It is surprising how the investment of 30 minutes over a cup of coffee will help solve the myriad issues that will arise over the coming weeks and months. Again, this is something that P&I insurers can and will deliver, often in conjunction with the insurance brokers.

A more ambitious technique is to attend on-site. The traditional view is that P&I insurers should not show their face at a casualty because we are “the money” and would therefore attract undesirable attention. A developing view is that there can be significant value in an early visit by the P&I Club, especially in those casualties involving regulatory and environmental agencies. Many local officials will

The Report • December 2017 • Issue 82 | 39 not be particularly experienced ITOPF maintain comprehensive Claims in marine casualty response, and databases of pollutants, ports and more often than not they welcome coastlines. For any incident, however Once the casualty has been early and informed liaison with small, they are able to advise on stabilized and the immediate P&I insurers. This is an approach risks and response techniques. risks to life, property and the encouraged by the International In larger cases they will attend environment have been addressed, Group of P&I Clubs. on-site and offer their specialist casualty management generally advice freely to anyone who will moves to address the claims Joint appointments of specialist listen; very often they will quickly arising. Many of these are large, advisors, including lawyers, be incorporated into the coastal complicated and can take a surveyors and consultants will state’s emergency response team. surprisingly long time to resolve. often deliver significant benefits. ITOPF do not conduct clean-up Constant attention to detail is Shared advice will be better, operations themselves but their necessary and, as always, close quicker and cheaper and, with advice and leadership can be liaison between all interested goodwill and clear analysis, critical in ensuring that appropriate parties will deliver significant any conflict of interest can be response measures are put in place. benefit. Principal claims involving identified and managed. There is ITOPF’s input is also important when P&I insurers include: a developing trend for owners to assessing the reasonable cost of identify their principal advisors in clean-up and restitution. Access to Crew: Beside the liabilities their Safety Management Systems, ITOPF’s unparalleled knowledge and attaching to death and personal ideally these preferences will experience is a material contribution injury, which should always have be discussed with property and that P&I insurers alone can provide. priority, crew claims may include liability insurers so that when a casualty occurs, there will be maximum sharing and minimum duplication. P&I insurers, with our global network of offices and correspondents are well placed to advise on appropriate appointments in any location and at any time.

There are many other areas in which P&I insurers add significant value to casualty management but the last one that I will discuss here is the environment. In some jurisdictions, notably the U.S. and Australia, there are comprehensive plans to address environmental damage and these will be implemented automatically and without much input from the owner. However, in the majority of cases the coastal state will have much less well-developed environmental response plans and in these cases P&I insurers can add significant value. The International Tanker Owners Pollution Federation (ITOPF) is a not-for-profit environmental consultancy specializing in marine pollution. It is headquartered in London and 90 percent funded by P&I insurers. This arrangement gives all members of International Group Clubs automatic access to the full range of ITOPF’s technical and information services, usually at no cost.

40 | The Report • December 2017 • Issue 82 loss of personal effects, repatriation representation and medical than leaving bunkers on board, and sometimes counseling. Careful care, P&I Clubs can sometimes in properly designed spaces and attention to their welfare in the materially improve the situation of with all facilities to keep them safe. aftermath of a casualty will preserve detained seafarers by establishing If bunker removal is ordered for crew loyalty and will mitigate good, working relations with environmental protection rather the cost of claims. This is an area local authorities, addressing than as a necessary part of salvage in which P&I insurers provide claims appropriately and placing operations, the cost will generally particularly valuable services. reasonable security when required. be for P&I insurers. Careful liaison The unparalleled flexibility of P&I between P&I and Hull & Machinery Criminalization: This remains a indemnity insurance in responding insurers will ensure that the job live issue and one in which P&I to the infinite range of liabilities is done economically and with insurers can make a material that can arise in the aftermath minimum disruption to salvage contribution. It is now routine for of a casualty is perhaps the P&I operation. seafarers to be detained by the insurers’ greatest contribution to coastal state pending satisfactory successful casualty management. SCOPIC: If the salvage is conducted arrangements for addressing under LOF, P&I insurers may be claims arising from the casualty. Bunker removal: In many directly involved via the Special Deliberate ill-treatment is rare, but marine casualties the coastal Compensation P&I Clause (SCOPIC) seafarers and their families can state will immediately issue an under which P&I insurers are pay a high price in uncertainty order requiring bunker removal, potentially liable to compensate and associated stress. Beside irrespective of the fact that salvors in the event that the value practical assistance such as legal removal can present more risks of salved property is insufficient to reward them properly. Having been introduced in 1999, the SCOPIC Clause is still relatively new but it is working well and delivers many benefits, not least of which is greatly improved communications via the relationship between the salvage master and the special casualty representative.

Once the casualty has been stabilized and the immediate risks to life, property and the environment have been addressed, casualty management generally moves to address the claims arising.

The Report • December 2017 • Issue 82 | 41 Environmental damage claims or anything. International Conclusion are often difficult and more regulation of wreck removal contentious. Some countries via the Nairobi Convention is The unparalleled have implemented statutory relatively new and relatively flexibility of P&I insurance methods of assessing damage untested, but the convention and the extraordinary and compensation and some does introduce the concept of resources retained in- have adopted the same principles reasonableness into removal house by members of the informally and outside the requirements and efforts. International Group of strict operation of law. In other P&I insurers are sometimes P&I Clubs, including our jurisdictions, the assessment of responsibility for wreck removal worldwide network of P&I environmental damage is less and experience shows that early correspondents, means that certain and it is surprisingly and respectful liaison with the P&I insurers are uniquely difficult to predict which coastal state may offer material placed to give material jurisdictions will take an informed benefits in ensuring that wreck assistance to ship owners, approach and which will have removal orders are limited to other insurers and all other unreasonable expectations. reasonable efforts to address parties involved in marine P&I insurers, assisted by ITOPF, identifiable risks. casualties. This expertise have unparalleled experience in is increasingly delivered addressing environmental damage A useful approach to these though our overseas claims across the world, we also operations can be to work offices and a developing have a good understanding of closely with local advisors and, feature of marine casualty the operation of the International where appropriate, employ local response is that local Oil Pollution Fund and the other contractors, who have a better solutions can often be national and International bodies understanding of just what will the best answer to a local involved in the assessment satisfy local requirements. Again, problem. Finally and as I and payment of environmental P&I insurers have unparalleled hope I have demonstrated, damage claims. experience in addressing wreck communications are nearly, removal liabilities, including the but not quite, as important Wreck removal is closely ever-increasing range of contracts as expertise. associated with the protection designed to manage risk. of the environment and is becoming increasingly common Finally, P&I insurers can assist and increasingly expensive. owners with fines and penalties In past times, wrecks would arising from the casualty. These generally be left where they can be significant but, as often as lay, sometimes because they not, the scale of any fine will reflect were graves but also because the effectiveness of the response they were not an obvious risk to effort quite as much as the risk navigation or the environment. or danger. This is another area in Today, wreck removal is which an informed, measured and becoming more common, even appropriate casualty response when the wreck represents has the potential to mitigate the no realistic risk to anyone ultimate liabilities.

42 | The Report • December 2017 • Issue 82 Do you care enough to share? Sharing data to reduce accidents

Credit to: Jan Willem Verkiel – Manager of the Harbourmaster Policy Department from the Port of Rotterdam

It is usually a split second decision; you share a post with your followers because you think it is useful, funny and/or interesting to them.

You would think that sharing information comes as second nature to most especially when human life is at stake?

Safety of Life At Sea (SOLAS) is the first and most important rule in the An opinion piece authored shipping industry.

BY Valerie Lim You grasp its significance when ALL shipping and maritime conferences open with clear instructions on where to exit in case of an emergency.

Just recently in August this year, Singapore saw a flurry of events, starting with the International Safety @ Sea Conference as a cornerstone event during the week. Held earlier this year in Singapore, the Maritime Port Authority (MPA) organised conference was well- attended with both international and local delegates and speakers.

The Report • December 2017 • Issue 82 | 43 One presentation that stuck Fortunately, the Port of Rotterdam Maybe it is about the ease of with me from the conference stood their ground and with being able to share that data? was the one delivered by Mr Jan (what I can imagine) countless Willem Verkiel – Manager of the discussions, the Port made its With the data protection act being Harbourmaster Policy Department point on sharing data, prompting enforced country by country, it is from the Port of Rotterdam. other ports to do the same – which not just a matter of clicking a ‘share’ then allowed the Ministry to report button – but a tedious process of He espoused the need for within the right context. obtaining permission and consent. transparency and sharing of information so the industry can The issue was (obviously) that Fortunately (or unfortunately), learn from such incidents and they appeared unsafe based on this is a problem not unique apply prevention measures to the report that was published on a to the maritime industry. This make shipping safer. national level. affects many other industries too, noticeably more so in He shared that the port administrates Whereas in actual sense it was the scientific, academic and accidents and incidents and has done quite the opposite and with the medical community. And what so since 1988 (maybe even longer); intense data gathering and sharing prevents the data flow are so they have at least 10 years’ worth they had further developed safety almost the same reasons that of statistics with the quality and awareness instead! the maritime industry faces; completeness of the data improving not wanting to give others a year on year. Then why is it so hard to get competitive advantage, lack of people to share these data? acknowledgement and security The Port of Rotterdam then started concerns on how the data is to share data on incidents and Is it a generation thing? That the being handled. accidents with the Netherland’s earlier generation who grew up Ministry of Transport from 2004. without the internet – they feel Good, well curated data is valuable. That was when they had a dispute more protective of the data they Uber knows that. Facebook knows with the Ministry because it was generate? As it was it the past that. And their data are monetised the only port in the Netherlands – knowledge gives the owner a and sold to companies for huge that provided the national accident competitive advantage. sums of money. database with realistic numbers. Or is there just no right platform for But to gain a bigger picture and to And instead of rewarding the Port doing so? Who is coordinating such progress our industry collectively – of Rotterdam for sharing such efforts? How about sharing data we need to change our mind-set to valuable information and data, across different nations? Would it help the industry step up. This data they were instead ‘blacklisted’ as an be different say just sharing data needs to be shared for free. unsafe area in the Netherlands! between different states? care enough 44 | The Report • December 2017 • Issue 82 I agree with Jan Willem who shares Be the change that ‘given the considerations above Valerie Lim is the the advantages for all are bigger you want to see than the disadvantages. We live in General Manager at an era that data is the key asset of Where and how does Helix PR. She joined many companies and sharing data the industry start? Helix PR from KPMG. is often the way to add value.’ During her time at Jan Willem suggests that we can Helix PR, Valerie has He cites an example of the air start to think in alliances instead of transport industry which is far separate ports and organisations. led international ahead in that sense. They have Start to exchange experiences accounts for a worldwide databases which and lessons learned and share number of high the industry can tap on and actual data. Start to invest in safety profile international one example is the Aviation awareness in your own organisation maritime industry Safety Network which is run and invest in a culture where you by a non-profit organisation, learn instead of blame. Set a path clients. She also Flight Safety Foundation. on several maturity levels for your has extensive own safety culture and talk with experience in The European Maritime Safety your operators and analysts about leadership positions Agency (EMSA) is a good start – the levels and what it means. in the production and with information fed through by commercial providers with a main Set the data in context. execution of events objective to build a complete and Consider first the audience on behalf of both up-to-date database. whom you are sharing the data Helix PR and our with and the objective behind clients. These include, However, there is still much the purpose of sharing. most recently, catching up to do and the need to have a single database capturing There is a vast amount of the Asian Marine the world’s fleet of vessels is data out there and in order Casualty Forum, the becoming much more urgent as to benefit, everyone needs cornerstone event of incidents in ports becomes far to share more of it freely. Singapore Maritime more complex involving bigger Week 2017. and bigger vessels while the size of As they say in internet speak – older ports struggle to keep up. Sharing is Caring. to Share The Report • December 2017 • Issue 82 | 45 This article was originally published in Maritime Times of Tasmania (No. 60, September 2017) the quarterly magazine published by the Maritime Museum of Tasmania. http://www.maritimetas.org/

Proud owner Mark Gipsy Moth with Souter commencing spinnaker set cruising the re-fit at Mylor South Peloponnese, Yacht Harbour Greece, 1979 Falmouth, Cornwall UK, 1978

Tide’s out. Gipsy Moth leaning against quay wall at Porto. Portugal, 1979 Gipsy Moth sails again – by the man who discovered and owned her –

Capt Mark Souter MIIMS Since 1998, Mark has been working as a professional Captain aboard various Superyachts cruising both USA and European waters. He is a full IIMS member and has authored a book entitled Marine Surveying for New Motor Yachts. His passion now is project management and the surveying of large motor yachts. In this article Mark recalls how he discovered the original Gipsy Moth and had no hesitation in buying the yacht; but he wonders what became of her in later years.

46 | The Report • December 2017 • Issue 82 Gipsy Moth — The Chichester years the early years The yacht came to the attention success and in 1959 sold it to G of Francis Chichester, an English McNeill-Moss, of London. Though it In 1938, an auxiliary Bermudian aviator who had flown solo from was registered in Ipswich, its home sloop, designed by William England to Sydney, and across port was now Gosport, Hampshire, Maxwell Blake, was launched the Tasman Sea in a Gipsy Moth where a new Parsons engine was at Claude Whisstocks’ yard at single-engined aircraft, but who installed in 1961. From 1964–1971 Woodstock on the River Deben in was rejected as a pilot during the owner was Commander JL Suffolk, England. It had been built WWII after failing an eyesight test. Wood of Hampshire, the last owner for Mr Harry L Goodson, Secretary His excellent skills gained him a noted in the records. of the Aldeburgh Yacht Club, and position writing instructional notes named Florence Edith. on navigation for the RAF. He later Chichester had overseen the worked as a navigator on yachts, building of a new yacht, Gipsy Length overall: 34 ft but by 1953 he was yearning for a Moth III, launched in 1960. Then Rig: Sloop boat of his own. in 1966 he took possession of Sail: 540 sq ft Gipsy Moth IV, achieving fame— He found the now derelict Florence and a knighthood—after sailing Tonnage: 7 Edith near Brightlingsea on the this yacht single-handed around Registered: Ipswich Essex coast when he was still the world from Plymouth to a novice sailor, bought it and Plymouth in 1966-1967 racing Lloyd’s Register of Yachts wasn’t renamed it Gipsy Moth II with fond against the average time taken published during WWII but, in memories of his flying days. He by the clipper ships on the Cape 1946, recorded the owner as raced it for four seasons with mixed Horn route. Before rounding Cape JS Alderton of Essex. Horn, the 65-year-old sailor called into Sydney, where he received an enthusiastic welcome. Here adjustments could be made to the yacht and, though busy, he could recover a little. When he left, hundreds of small craft escorted Gipsy Moth IV down the harbour to the Heads. in an exuberant send-off.

Chichester, master Further reading: navigator, was also Leslie, Anita (1975) Francis a beekeeper. Chichester. Hutchinson: He enjoyed the Hodder & Stoddart, London. honey that they produced, and he Chichester, Francis (1964) admired the bees’ The lonely sea and the sky. excellent navigating Hodder & Stoddart, London. abilities.

When I was 11 years old I watched, with much interest, the arrival of was my answer. And sure enough, I commenced my search in Francis Chichester as he berthed in at the age of 15, I purchased a block December 1977 in the north of Sydney harbour during his round- of land in the outer suburbs of Scotland, looking in marinas and at the-world voyage on Gipsy Moth lV. I Melbourne and paid it off by doing displays in yacht brokers’ windows was totally fascinated by what he was an apprenticeship during the day and for that ideal yacht. It wasn’t until doing and consequently informed continuing my studies at night school I reached Port Falmouth in the SW my parents that when I was 21 years for six years. As soon as I turned 21, corner of England that I found Gipsy old I was going to leave Australia and I immediately sold the block of land Moth advertised by a local broker. head to the UK to purchase a sailing and, with a handsome profit, headed The fact that it was the original yacht of my own. The immediate to the UK in search of the yacht of Gipsy Moth previously owned by Sir response was ‘With what money my choice. My ideal was a wooden Francis Chichester was a remarkable will you be buying this yacht?’ ‘Well I yacht, around 34 feet, with a cutter coincidence. I paid £9,500 for it and need to do some type of investment,’ rig (inner self-tacking headsail). re-built the entire interior plus fitted

The Report • December 2017 • Issue 82 | 47 a new diesel engine and fixed up the to run with eight-metre waves to La behind us and DR (dead reckoning) sail plan, all while living aboard with a Coruna. My concern was that Gipsy our position. We survived the storm; school friend Greg who helped. Every Moth was going to pitch-poll end for but the deaths of several fishermen inch of Gipsy Moth was checked and end down the steep waves. Placing who drowned in the same storm tested for the forthcoming voyages. two one-hundred-metre warps out brought home the reality of what Sailing up and down the south coast in a bite configuration allowed the bad weather can be like. of England I found some superb yacht to naturally brake when a anchorages, which gave me the surfing wave lifted its counter stern. Nevertheless, my sailing friend Greg confidence to venture far and wide. It worked wonderfully and 24 hours and I enjoyed the fantastic Galatian later we made landfall after a total of hospitality during the Spanish winter By the end of 1978 (ten days before ten days in the Bay! and then continued our voyage down Christmas), I set our course to the the Atlantic coast to the Mediterranean south in search of some warmer I thought how ironic it was that my in the following spring and summer. weather. The fact that it was mid- heavy-weather sailing knowledge With no set plan, we quite literally winter and we were heading into was gained through reading all headed in whatever direction the wind the notorious Bay of Biscay was not the books published by Francis blew and often made port of call when, altogether clever, but I was young Chichester before I had even left and if, it suited us. and felt capable of the journey. Australia, and here I was in his original yacht that he too had trained The stories about these voyages are We indeed hit a terrible storm just in before he headed off around the far too many to fit within these pages out from Vigo port in Spain and had world in Gipsy Moth IV. but hopefully there’s enough to inspire the youth of today to repeat Navigation in those days was done a similar voyage. However, a word of with my wonderful plastic sextant, warning: don’t sail in the Bay of Biscay trailing a log (distance run) meter during the winter!

What’s a yacht without a cat? Zip on watch, just before Gipsy Moth was launched at Mylor Yacht Harbour Launched. Mark and an assistant on Gipsy Moth after the re-fit, Falmouth, 1978 at Mylor Yacht Harbour Falmouth, UK , October 1978

What happened to Gipsy Moth? Do you often get back to Australia? languages. A simple RYA license will get you a job I last saw Gipsy Moth, long after I’d sold it, lying Home for me now is in the UK. My duties as captain only on a flotilla or day sailing yacht. Working in neglected in a shipyard in Greece, in about 2001, and my surveying work take me throughout the summer on board a Superyacht can pay good when it would have been more than 60 years old. I the Mediterranean, but I will always be fond of dividends and finance additional legs of your have no idea whether it survived after that. Australia and hope that one day I shall find time to anticipated voyage. Quite simply, ‘Do it’ because it cruise our fine seas there as well. can be heaps of fun. I am always happy to guide What are you involved in now and do you still someone who has any questions. find time to sail yachts? Finally, what advice would you give to young [email protected] Since 1998 I have been working as a professional Australians concerning overseas yachting? Captain aboard various Superyachts cruising both As I mentioned earlier, I strongly recommend USA and European waters. Additionally I’m a a yachting adventure for anyone courageous certified Marine Surveyor I.I.M.S. (International enough to take on foreign waters and to discover Institute Of Marine Surveyors), and author of the essence of touring with a sailing yacht. Make Marine Surveying for New Motor Yachts.1 In the sure you are adequately qualified (preferably MCA northern winter I‘m available to lecture on Marine approved STCW certification) and try to learn a little Surveying at various yachting events and shipyards. French, Italian, Spanish or Greek. There is always My passion now is project management and the a good demand for Australian Captains who are surveying of large motor yachts. qualified 200–3,000 tons license and who have command of at least one of the above foreign www.amazon.com.uk or from the 1 Marine Surveying for New Motor Yachts was reviewed in Maritime Times of Tasmania No 53, December 2015. distributor www.YPDbooks.com

48 | The Report • December 2017 • Issue 82 FOCUS ON Expert Witness Work: is it for you?

Abstract Experts and expert witnesses In all developed systems of law, the evidence of expert witnesses An expert is anyone with can be crucial to the outcome knowledge or experience of of a dispute. Nowhere is this a particular field or discipline more so than in the UK, where beyond that to be expected of a expert evidence has been used layman. An expert witness is an in court cases since at least the expert who makes this knowledge 15th century. Nowadays it may and experience available to a court be required in civil, family and to help it understand the issues criminal proceedings, as well as of a case and thereby reach a BY in arbitrations, before specialist sound and just decision. There is, tribunals, and for public or currently, no precondition imposed Dr Chris Pamplin parliamentary inquiries. by English law on the qualities BSc PhD, required of an expert witness. For marine surveying expert It is for the courts, on a case by UK Register of witnesses, their expert skills case basis, to make a judgment Expert Witnesses are most in demand from ship of the individual’s qualities and owners and purchasers, marine to weigh the expert’s evidence in underwriters, ship and engine accordance with this judgment. builders, salvage associations, P & After gaining his PhD in I clubs, offshore industry, harbour 1988, Chris took on the and navigation authorities, fleet ‘… any marine and boat hire operators, equipment development of the UK suppliers and so on. From an surveyor considering Register of Expert Witnesses. historic canal boat damage and repair survey to a high-publicity After 3 decades editing the commercial marine accident expert witness work Register, and discussing investigation analysis, a cargo condition and quantity survey to must understand their practical expert witness a superyacht valuation, the scope matters with a vast range of possible involvement across the role in the proceedings of expert witnesses, he discipline is vast. and remain impartial, has acquired a detailed Regardless of the type of litigation, though, any marine surveyor regardless of the knowledge of the rapidly considering expert witness work changing forensic scene in must understand their role in the instructing party’ proceedings and remain impartial, the UK. regardless of the instructing party. Dr Chris Pamplin Let’s take a look at what’s required1.

The Report • December 2017 • Issue 82 | 49 What is expert evidence? Qualities required of an Ethical considerations expert witness The fundamental characteristic of The duties an expert witness expert evidence is that it is opinion Expert evidence should be owes to the court may evidence. Good quality expert – and should be seen to be – sometimes run counter to those evidence must provide as much independent, objective and owed to the client. This will be detail as is necessary to allow the unbiased. In particular, an expert most obviously so when the judge to determine that the expert’s witness must not be biased towards expert’s conclusions contradict opinions are well founded. It follows, the party responsible for paying the the client’s case as set out in the then, that it will often include: bills. An expert’s evidence should pleadings. In such circumstances, be the same regardless of who is the expert witness may come • factual evidence obtained by paying for it. under pressure to alter the the witness which requires report or suppress any damaging expertise in its interpretation Clearly, too, an expert witness opinion. To do either would and presentation should have: be tantamount to committing perjury, while not to do so might • factual evidence which, while • a sound knowledge of the well undermine the client’s case. it may not require expertise subject matter in dispute, and, There are only two ways in which for its comprehension, is usually, practical experience of it such an issue can be resolved: inextricably linked to evidence either the statement of case is that does • the powers of analytical amended or the expert witness reasoning required to fulfil must resign the appointment. • explanations of technical the assignment terms or topics, as well as An expert witness can never afford • the ability to communicate to ignore information damaging • opinions based on facts findings and opinions clearly to the client’s case once it comes adduced in the case. and concisely to light, if only because there is always the risk that the other side • the flexibility of mind to modify will become aware of it too. In any Duties of an expert witness opinions in the light of fresh case, the expert’s duty to the court evidence or counter-arguments requires that the expert evidence is The overriding duty of an expert complete in its coverage of relevant witness is to the court – to be • the ability to ‘think on one’s matters. Whether a civil, family or truthful as to fact, thorough in feet’, especially important on criminal case, every expert report technical reasoning, honest as those rare occasions one is faced must end with a formal Statement to opinion and complete in the with cross-examination, and of Truth2 confirming the expert’s coverage of relevant matters. This understanding of his/her overriding applies to written reports as much • a demeanour that is likely to duty to the court. These formal as to evidence given in court. At inspire confidence, particularly statements and declarations leave the same time, the expert assumes in court appearances. no leeway for ignoring evidence. a responsibility to the client to exercise due care with regard to Lastly, an expert should be wary the investigations carried out and of expressing any opinion on to provide opinion evidence that is ‘… be truthful as allegations of negligence on the part soundly based. of anyone, professional or otherwise, to fact, thorough who may be involved in a dispute. To fulfil these duties adequately, The opinions given should relate it is vital that the expert should in technical solely to the facts of the case: it is for also have: reasoning, honest others to apportion blame. • kept up to date with current thinking and developments as to opinion in his or her field, ideally with demonstrable Continuing and complete in ‘Don’t apportion Professional Development- rated courses the coverage of blame… that is for • familiarity with the provisions relevant matters’ the jury or judge’ of the various civil, family or criminal court rules. Dr Chris Pamplin Dr Chris Pamplin

50 | The Report • December 2017 • Issue 82 Conflicts of interest An instructing solicitor should For free access to lots of expert always check at the outset that the witness support and guidance Expert witnesses have a duty to expert has no conflict of interest, plus membership information, the court to be independent and and the expert should inform the visit www.ukrew.org.uk and objective in the evidence they instructing party (whether on initial subscribe to the UK Register of provide. Judges may, in the exercise instruction or at any later stage), Expert Witnesses’ free e-wire of their discretion, reject altogether without delay, if the instructions service (more than 100 issues evidence tendered by experts and/or work have, for any reason, plus monthly updates). whom they know to have – or created a conflict of interest3. suspect of having – a financial stake in the outcome of the litigation. References This is the principal reason why Fees experts should think very carefully 1 Anyone contemplating before accepting instructions to The fees experts charge are, in becoming an expert witness act as an expert witness on a ‘no- large part, market driven. What’s should read Getting Started win, no-fee’ basis. more, fees charged in cases that as an Expert Witness (edition are paid for from public funds are 2, 2015), published by J S For much the same reason, subject to Ministry of Justice caps4. Publications (https://www. personal, professional or financial This means they are around half jspubs.com/LittleBooks/lbe. links with parties to a dispute, or those charged habitually in civil cfm#LB3). Call 01638 561590 with businesses in competition cases. The UK Register of Expert to order. with them, would normally debar Witnesses conducts a biannual an expert from acting as an expert survey5 on expert fees amongst 2 See Factsheet 69 from the UK witness in any litigation in which its members. Its current (summer Register of Expert Witnesses those parties are engaged. 2017) average hourly report (www.ukrew.org.uk) or visit writing rates for marine surveyors https://www.justice.gov. Expert witnesses need to be for non-legal aid civil work range uk/courts/procedure-rules particularly mindful of the from £134 to £153 per hour. and browse through the risks involved in acting in cases procedure rules. involving former clients, lest this should prompt the allegation that Conclusion 3 See the case of knowledge or information gained Toth -v- Jarman while working for the former Expert witness work can be (2006, EWCA Civ 1028) client is being used to this client’s a rewarding adjunct, both discussed in Factsheet disadvantage. Whenever there is a intellectually and financially, to an 2 from the UK Register conflict of interest of this kind, or existing professional workload. of Expert Witnesses. it appears that there may be one, However, anyone considering the expert concerned should seek entering the fray should take care 4 See http://www.legislation. to obtain the informed consent of to understand the nature of the role gov.uk/uksi/2013/2877/ both the old and the new client and the expert’s duties and ethical schedule/2/made for rates for before agreeing to act for the latter. considerations therein. civil cases, which are identical to those for criminal cases. Unhelpfully, marine surveyors are not defined specifically in the table, so the court determining officer would need to decide which category About the author most closely aligns itself with a marine surveyor’s training, skill set and ease of availability Dr Chris Pamplin has been Editor of the UK Register of Expert Witnesses since of expertise, and use that its start in 1988. Most of his time is now spent on the professional support category’s figures. and education of expert witnesses. He is a regular contributor to meetings 5 All survey results are available and publications that consider aspects of expert evidence in the UK. online at https://www.jspubs. com/Surveys/feesurveys.cfm UK Register of Expert Witnesses, 11 Kings Court, Newmarket, Suffolk CB8 7SG

Email [email protected] Website www.ukrew.org.uk or www.jspubs.com

The Report • December 2017 • Issue 82 | 51 New Standards for Marine Diesel Fuel An overview on what we now know

This article is an edited version of a more in depth guide originally The publication of the European Directive sets technical published by the Small Ships Group of the Institute of Marine specifications for diesel and gas-oil fuels allowed to be used in ‘Inland Engineering, Science and Technology and reprinted here with their Waterway Vessels’ and ‘Recreational kind permission. Read the full version at http://bit.ly/2kiRS1r Craft’, ‘when not at sea’. In the Directive, such vessels are included (somewhat confusingly but for The editor would like to express acknowledgement for the most useful reasons of European legislation) under the broader heading of ‘Non- advice and support that has been provided in compilation of this article Road Mobile Machinery’.

by the Port of London Authority and the following contributors: At the European stages of formulation, there had been little consultation in any robust sense with the marine Chris Parkin, Hugh Tucker, industry. Indeed, while the UK Cleaner Fuels & Vehicles Department, United Kingdom Petroleum Industry implementation of the Directive was handled by the Department for UK Department for Transport Association (UKPIA) Transport (DfT), there had been little

52 | The Report • December 2017 • Issue 82 involvement of the Maritime and - The presence of salt water, Because the ISO, EN and BS Coastguard Agency (MCA) and the dampness and condensation, standards were revised to align with only marine organisation appearing in the presence of bridges and the planned proposals for reduction the list of those consulted, apart from locks on inland waterways, the of sulphur and aromatics, the manufacturers of marine and industrial operation of these vessels on refiners, blenders and distributors diesel engines, is British Marine. fast flowing rivers and the ever- provide options of: present considerations of marine However, intervention by the safety all demand a degree of - EN590:2009 road diesel fuel Passenger Boat Association, the machinery reliability over and (DERV), at Duty-paid price, with Port of London Authority and above that of other NRMM. less than 10 ppm sulphur and representatives of the IMarEST up to 7% bio-diesel, as currently Small Ships Group caused - From time to time, a large available for road vehicles. DfT to extend the deadline proportion of inland waterways for consultation and open an vessels proceed to sea. So - The same fuel with red dye ultimately fruitful and supportive different fuel requirements would added, calling it ‘Red Diesel’, at dialogue with representatives complicate logistic requirements. Duty-free (for commercial or of the commercial and leisure non-propulsion leisure purposes) maritime and inland waterways Additionally, at the time of the either under EN590:2009 or sectors. Through this process, it initial stages of information BS2869:2010 specification. became clear to DfT that several gathering, it was not clear that aspects would need to be specially there had been any meaningful - “Red Diesel” fuel, to BS EN considered, when introducing tests carried out to ensure 2869:2010 Class A2 and red dye legislation, which affects inland navigational and public safety or added, for Duty purposes, with waterways marine machinery: to determine the long term effects less than 10 ppm Sulphur but of changes to fuel specifications on zero % or de minimus bio-diesel. - Inland Waterway Vessels and the operation and maintenance of Recreational Craft tend to have a this wide range of marine engines, This “FAME-Free” Red Diesel should much longer operating lifespan old and new, large and small. become the fuel of choice, for than other Non-Road Mobile inland waterways operators. Machinery (NRMM). As from 1st January 2011, the European Directive required that Alternatively: - The engine and fuel systems the limit on Sulphur content of technology in many of these NRMM and inland waterways Diesel - In UK tidal port areas, where the vessels is not ‘state of the art’. fuel would be reduced to 10 ppm UK regulations do not apply and Indeed much of it could be (0.001 %). This is classed as “Ultra- where ships’ Marine Gas Oil is described as ‘old but reliable Low Sulphur” or “Sulphur-Free” fuel. available from distributors, “sea- technology’ which may be The UK governing legislation took going” operators may order fuel operating for many years yet. IW and marine considerations into to ISO8217:2012 Category DMA account and the UK regulations or BS2869 Class D (essentially - The tanks and fuel systems in came into force on 14th January the same fuel), which is by many inland waterways and other 2011. After this date it became specification free from FAME but vessels, likely to be affected, cannot illegal to distribute or offer for has sulphur at up to 1,000 ppm. readily be drained entirely of water. sale diesel fuel with a greater than 10 ppm Sulphur content, for - The engines fitted to these the purposes of NRMM and IW vessels vary from hundreds of recreational and commercial vessels BENEFITS OF THE horsepower in fishing vessels, not operating “to sea”. NEW STANDARDS ferries, yachts and tugs down to 10 horsepower (7.5 KW) or less The European Directive was Environmental in some narrow boats and other effectively a means of regulating smaller vessels. sales of fuel, rather than upon the As part of the UK Air Quality use of fuel. So, the requirements Strategy, the UK is committed to a Many of these vessels, both enforced in England and Wales by progressive reduction of emissions commercial and recreational, can the appropriate Local Authorities, into the atmosphere. be laid up over winter for fairly long with special arrangements in periods of time. This is particularly Scotland and Northern Ireland. It The principal areas of concern are true for the passenger boat trade remains unclear, at this stage, how Oxides of Nitrogen, Hydrocarbons and on the canal system where low local authorities accommodate this and Particulate Matter and this temperatures prohibit recreational task but expected that enforcement strategy is directed not only at use and the canals themselves can should be undertaken by Trading road vehicles, but also at Non-Road frequently freeze over. Standards Officers. Mobile Machinery.

The Report • December 2017 • Issue 82 | 53 The reduction of Sulphur content of significance. These causes, effects regulations’ implications, and the diesel fuel to 10 ppm is addressing and recommended courses of effect of the changes, so that they two issues: action to prevent such risk are can ensure that the best fuel for covered in the following chapters. their purpose is procured and used. - The catalytic emissions control technology necessary to achieve 5A. (1) For the purposes of this the required level of pollution regulation: reduction is available and is WHICH VESSELS currently in use on road vehicles. ARE AFFECTED “marine diesel oil” means any It is, however, intolerant to marine fuel which has a viscosity Sulphur. Road vehicle diesel AND WHERE? or density falling within the ranges already has this reduced Sulphur of viscosity or density defined for “This Directive sets, in respect of content. The reduction of Sulphur DMB or DMC grades in Table I of road vehicles, and nonroad mobile content in fuel for NRMM allows ISO 8217 (2005); “marine gas oil” machinery (including inland the emissions control technology means any marine fuel which has waterway vessels when not at sea), to be used on NRMM as well, a a viscosity or density falling within agricultural and forestry tractors, and process which started from 1st the ranges of viscosity or density recreational craft when not at sea: January 2011 on new engines. defined for DMX or DMA grades in Table I of ISO 8217 (2005); (a) technical specifications on health - A continuing general reduction of and environmental grounds for Sulphur emissions is of benefit to “marine fuel” means any fuels to be used with positive the environment in reducing the petroleum based liquid fuel ignition and compression- acidity of rainfall, etc. intended for use or in use on ignition engines, taking account board a vessel including those of the technical requirements of Sustainability fuels defined in ISO 8217 (2005); those engines; and “placing on the market” means With the development of (b) a target for the reduction of life supplying or making available to vegetable-based fuels and the cycle greenhouse gas emissions.” third persons, against payment or increasing cultivation of oil- free of charge, anywhere within producing plants for the bio-fuel The Wording in UK Legislation the United Kingdom marine fuels industry, a degree of sustainability Enforcing the European Directive for on-board combustion, but is evident which could counter excludes supplying or making the reduction in global stocks of The European Directive is enforced in available marine fuels for export fossil-based fuels and, at the same the UK through Statutory Instrument in ships’ cargo tanks. time, assist the effort for cleaner 2010 number 3035 (called, hereafter emissions into the atmosphere. The “the SI”). This legislation amends biofuel that is now added to some existing regulations: blends of diesel is also known as Restrictions on FAME (Fatty Acid Methyl Ester). The Motor Fuel (Composition and the distribution Content) Regulations 1999 and The bio-fuel industry is still amending Statutory Instruments, and sale of gas developing, and there are hurdles to to date (which, amongst other oil and other overcome, as will be seen in these subjects, previously regulated fuel notes. However, it is here to stay and used for NRMM, reduced levels of liquid fuel the environmental and economic sulphur in the fuel and introduced benefits and opportunities the option for inclusion of Biofuels) Notes on Interpretation for further development and and The Merchant Shipping improvement are considerable. (Prevention of Air Pollution from There is no limit on vessel size or Ships) Regulations 2008 and other parameter, in the application Notwithstanding, FAME is not the amending Statutory instruments of the Regulations. They apply to same, in chemical formulation, (which, amongst other subjects, all vessels regardless of length, as refined mineral fuel and many previously regulated sulphur tonnage or engine power. key properties render its inclusion content in marine fuels). in marine fuels as potentially The MCA recognizes four categories hazardous to navigation and It is important to understand that of water, in addition to those waters, public safety. For a sudden the regulations contained in the which are regarded as “sea”. The four engine breakdown, caused by European Directive and relevant categories (‘A’, ‘B’, ‘C’, ‘D’) are defined microbiological contamination parts of the SI apply to the sale of and identified in the statutory blocking filters or injection fuel, not the use of fuel. However, Merchant Shipping Notice MSN equipment, could give rise to vessel operators, engineers and 1837(M) as below and are referred to cause an accident of considerable surveyors need to be aware of the (as seen above), in the SI:

54 | The Report • December 2017 • Issue 82 Category A - waters are defined as PITFALLS AND HOW accumulating a considerably higher “narrow rivers and canals where the water content than fossil diesel fuel, depth of water is generally less than TO AVOID THEM whether straight-run or cracked. 1.5 meters”. This is because its chemical make- Problems in storage up is very different from mineral Category B - “wider rivers and and distribution distillate fuels and is much more canals where the depth of water is hygroscopic – it literally draws generally 1.5 meters or more and The storage of fuel containing moisture in from surrounding air where the significant wave height bio-diesel requires additional more readily than distillate fuels. could not be expected to exceed precautions and management. 0.6 meters at any time”. These considerations apply equally After a period of time, any to both bulk storage at the point of significant water content may Category C - “tidal rivers and supply, during handling and transit collect at the bottom of a storage estuaries and large, deep lakes and and also within a vessel’s own fuel tank (diesel has a lighter Specific lochs where the significant wave storage tanks. Gravity than water and therefore height could not be expected to floats) and should normally be exceed 1.2 meters at any time”. Water and Microbiological drained off at regular intervals. Contamination However, lower levels of water Category D - “tidal rivers and content may also remain in estuaries where the significant All gas oil or Diesel fuel in storage suspension in the fuel, as tiny wave height could not be expected tanks contains or gains a degree droplets incapable of separating to exceed 2.0 meters at any time”. of water content, either as free out. This condition is known to exist water, where it separates out and within bio-diesel mix fuels. Under the consultation process, the lies below the fuel or as absorbed UK Government was advised and water, where droplets of water of While it is a known fact and many accepted that, for the purposes of microscopic size remain suspended engineers have experience that UK interpretation and enacting the in the fuel. Usually, such absorbed certain micro- organisms can thrive European Directive (through the SI), water content is a very small in fuel tanks and bilge areas of the new fuel standards regulations proportion and standards exist to vessels, sea-going ships usually should adopt a consistent definition control this at the point of sale. have the equipment, personnel of “to sea” with the Merchant Once in the storage tank or vessel, and procedures to ensure that this Shipping regulations that govern water can arise from a number of is rarely a serious problem. Due air emissions from ships. sources, which can be controlled to the need for food and oxygen, by good housekeeping and system micro-bacterial contamination Under this sensible move, the new management. However, changes (MBC) tends to be most prevalent fuel standards apply to provision in ambient temperature can cause at the fuel/water interface. It is of fuel for Inland Waterway Vessels condensation in the upper parts of acknowledged that bio-diesel has a and Recreational Craft which fuel tanks, thereby increasing the much greater propensity to support do not normally operate to sea absorbed or free water content. As a the development of MBC than fossil but are operating on canals, on consequence, operators most often diesel fuel, being fundamentally Category C lakes and lochs (within fill tanks, prior to vessel lay-up over a vegetable substance, having a the definitions at the SI referring winter, to reduce the volume and lower Sulphur content (a poison), to wave heights on such lakes and area where condensation can occur. a potentially higher water content lochs) and other rivers and waters and therefore being a more suitable within Categories A and B. In effect, However, quite apart from the effects food source for the microbes. this means that the regulations of water, operators should be aware apply to inland waterways vessels that long-term storage may cause Cold Filter Plugging Point and Recreational Craft that the fuel’s properties to deteriorate. and other Factors normally operate on non-tidal rivers Much Diesel fuel is now a blend of and other waters. straight-run distillate and product Diesel fuel that is blended with cracked by catalytic processes. Many bio-diesel content naturally has a operators have found that the longer higher Cold Filter Plug Point (CFPP) fuel having a significant content of than fossil diesel fuel, which means cracked, as opposed to straight run it may stop flowing (known as distillate, is stored, the likelihood waxing) in cold weather at a higher is increased of it absorbing water, temperature. It is also known that becoming unstable and losing its such blends may have poorer specified properties. longterm oxidation stability. Advice has been received that storage It should be noted that bio-diesel time should be minimised, in order of FAME type has the scope for to prevent any such precipitated

The Report • December 2017 • Issue 82 | 55 solids from clogging pipes, filters - seals and components then, in all cases, to treat the whole and other system components. (elastomer-based and rubber) system and whole tank lining with in the fuel system are inspected biocides. Less serious outbreaks However, the fuels made available and, where necessary, replaced at may be tackled with biocide to the latest standards (BS EN the earliest opportunity; additives, within the tanks and 2869:2010) include additives to filtration. Some specialists provide manage CFPP and maintain stability. - strainers and filters are checked a visiting, vehicle-based cleaning Experience will demonstrate and cleaned more regularly; and recirculation system. Some whether these are sufficient to meet companies suggest use of ultra- former expectations of fuel life. - where MBC may be suspected, to violet light to kill bacteria. However, undertake sampling and analysis. such light can have the undesirable The Regulations (and the fuel side-effect of breaking down standards derived to meet them) This advice is easy to put into antioxidation properties of the fuel. also introduce a reduction in words, but far less easy in practice. the level of aromatics within For example: Industrial, road and marine engine Diesel fuels. These chemicals are manufacturers and fuel injection hydrocarbons of benzene ring form, - Some of the smaller marinas systems specialists have been that can be harmful to people and and boatyards, especially on working with the fuels industry and the environment. However, fuel the canal system, may have only standards bodies, for some years, system seal effectiveness relies, to one diesel storage tank and may in development of engines and some extent, upon the “swelling” not sell adequate quantities of fuel systems that are compatible effect that aromatics have upon fuel to allow the recommended with proposed new fuels, including the seals’ material. A reduction in ‘refreshing period’; those with bio-diesel content. aromatics may lead some seals to Most new marine engines are shrink, with subsequent risk of fuel - Many inland waterways vessels designed to burn Ultra-low seepage at flange/seal interfaces. and recreational craft are laid Sulphur (ULS - 10 ppm – also called up over the winter with full or “sulphur-free”) fuel with bio-diesel Conversely, some seal materials partly full fuel tanks, for 6 months content up to 10% and there are can be weakened by the bio-diesel or more in some cases. This is current moves to ensure that content of fuel, which may also give done out of convenience and forthcoming installations will be rise to seal failure; with resulting to minimise condensation but provided with Catalytic Emission fire risk. Careful inspection and where would you drain the fuel Control Technology, in order to replacement, at the first sign of to, anyway? VAT and safety rules reduce substantially the polluting seepage/failure should prevent a are strict about transfers of fuel emissions. Development of these more catastrophic waste of fuel and out of a vessel. systems relies upon ULS fuel being environmental impact. widely available and used, as the If you are unfortunate enough to sulphur of low-sulphur fuels (up to Current advice builds upon good discover or suspect the presence 1,000ppm sulphur – the previous engineering practice and includes of MBC in a bulk or vessel’s storage standards for “Red Diesel”) would ensuring that: system, there is only one realistic “blind” the catalysers and impact course of action: to consult specialists. badly upon both emissions and - in larger installations, consideration engine performance. So, the should be given to modifying the There are systems available that introduction of ULS fuel is a good fuel system to include two stages allow fuel to be monitored for thing for the environment, which with filtration and separation by the presence of MBC, which can marine engineers and other coalesce or centrifuge; identify the type of microbe professionals should promote. and give approximation to the - the fuel in any tank is ‘refreshed’ severity of contamination. Conidia However, it is a fact that a majority (turned over) regularly, at least Bioscience Limited and ECHA of engines on inland waterways every 3-6 months; Microbiology have systems, which vessels and many older recreational have demonstrated to give rapid craft, especially those on the UK - tanks are kept as full as possible, and effective results on-site. canal and river systems, come to reduce condensation; Other suppliers have systems from a previous generation available which will give effective of technology, when Sulphur - any water content is drained results but which require time content of 1,000 ppm and above off more regularly (although it for laboratory assessment, before was normal (with inherent and is rarely possible to remove it results can be known. known lubricating property and all) in order to discourage MBC. bio-poisoning advantages) and Consideration should be given to The remedy, where MBC is well when no one had even heard of modifying the drain facilities to established, must be to empty bio-diesel. Some of them are tens make them more effective; and clean physically the tank and of years old (as are some of the

56 | The Report • December 2017 • Issue 82 vessels). Many of these engines changes to the acidity of the fuel and present to the operator, engineer are of relatively low power output, its combustion products. However, or surveyor, these are the areas in and there are thousands of them these effects are most prominent which most concern should arise. around UK waterways. in seagoing ships burning residual fuels, where sulphur reduction for Nevertheless, it should be The reduction of aromatic content emission control areas at sea require recognised that the majority of in the new standards of fuel is very great changes and an acidity owners and operators of the vessels known to affect the performance balance to be achieved by changing covered by this legislation, Inland of the rubber and synthetic seal the lubricating oil base number. The Waterways Vessels and Recreational compounds used in pump seals smaller ships’ engine manufacturers Craft, are not qualified engineers or and flexible fuel pipes. Inclusion of and fuel refiners advise that a change boatmen, but ordinary members of bio-diesel also has an effect upon from 1,000ppm sulphur to 10ppm the public. As professional engineers seal materials. Fuel pumps which sulphur did not affect acidity beyond and surveyors, there is shared a duty have not been recently replaced the scope of the currently specified to help advise our clients or fellow or re-built should be fitted with good quality lubricating oils. operators of the advantages but also new seals, should fuel seepage be of the potential pitfalls and how best seen to occur. It is advisable that Similarly, it is suspected that changes to avoid them. flexible portions of fuel pipework to the aromatic content of the fuel and system seals should be may have caused changes to the FAME-Free Ultra-Low renewed in any case, as is good combustion process and its products. Sulphur Diesel Fuel engineering practice, when they are more than a few years old. The However, extensive operational The best solution may be achieved Standards organisation responsible trials on a range of older rail by ensuring that, where the for flexible fuel pipes is addressing engines, similar in type and engine regulations apply, ULS fuel that is compatibility with bio fuels. power to those larger inland free from bio-diesel (“FAME-free”,) waters vessels, have demonstrated is embarked and used. During and The discussions and consultation that – given good and regular since the negotiations with DfT, the process has provided beneficial normal maintenance - no ill effects IMarEST and others have pressed dialogue between inland and were observed over a number of the safety case of risks associated maritime operators, engine thousands of engine running hours, with bio-diesel and potential MBC manufacturers and the fuel when burning ULS fuels. (See the in maritime and IW use. In response, companies. Through this medium, Railways Safety and Standards the DfT and some fuel refiners, further advice has been made Board report on engine testing, blenders and distributors have made available, including the avoidance detailed at the References). available the supply of BS2869:2010 of copper piping in vessels’ ULS fuel that is FAME-free. fuel systems – especially where A separate trial on burning engines bypass or recirculate a ULS fuel, in inland waterways Engineers and surveyors should high proportion of fuel (such as vessels was undertaken by IVR, a advise operators to enquire of in modern common-rail engines), consortium of IW vessel insurers their fuel supplier, marina or other due to copper’s effect in reducing with in-house technical expertise, distributor about the exact detail the fuel’s anti-oxidation and other in the Netherlands. Again, no ill of their fuel specification. When stabilising properties. This advice effects were reported. “Red Diesel” was considered “just stands irrespective of whether the the same”, such assiduousness fuel is distillate or contains biodiesel. So we should be reasonably sure was rarely necessary. However, that current, new and older engines with the risks associated with bio- The problems of MBC in storage should be capable of running on diesel, close enquiry is the more tanks have been described, as has the BS2869:2010 fuel. However, caution important. Where suppliers do increased risk of MBC when bio-diesel is required with regard to ordering, not know what they are selling, is blended with fossil diesel. But if handling and storage. Vessels’ then they should be avoided. It is MBC does develop, it can quickly systems should be examined for highly recommended that supply infect the entire fuel system. The presence of cop per piping and, of FAME-free fuel be demanded, in resulting jelly-like mass of biological wherever possible, such material writing if necessary and suppliers’ debris will soon begin to block replaced with suitable marine- records of specification inspected, pipework, valves and filters and could grade stainless steel. The condition, prior to uplift of fuel. As an added result in sudden loss of power, leading means of connection and material precaution, vessel fleet, marina and to potential navigational danger and for fuel flexible hoses should similar operators could request a risk to life and public safety. also be examined and wherever sealed and certified fuel sample seepage or leaks are suspected or with each delivery, until they Significant changes to the Sulphur may be at risk, the hoses should are satisfied that standards are content and additives in marine fuels be replaced with the appropriate consistent with their requirements have also been reported to cause grade. While other risks may and these recommendations.

The Report • December 2017 • Issue 82 | 57 Surveying vanuatu A SURVEYOR’S NIGHTMARE!

A look into the hardships of surveying in the third world.

in New York which generated of passengers, especially at the Vanuatu is an astounding revenue for the time of elections. These vessels are situated in the south western country and joined in the benefits purchased near the end of their Pacific having New Zealand equal to Panama, Cayman, The life. Here is an example: After a 1200 miles to the south east, Chanel Islands and Jersey. The vessel is built in Japan, used for 10 Australia 1000 miles to the west Vanuatu Maritime Authority years is then sold to Papa Nguni and Fiji 320miles to the east. (VMA) was initiated and run by a and used for a further 10 years, Canadian Expatriate, John Rosin then to Solomon Islands and finally It consists of 85 Islands of which and his team. Vanuatu, where they come to die. half are populated and relies on sea Vanuatu has a frightful record of transport for cargo and passenger John ran a tight ship and all loosing at least one vessel each travel. The archipelago was registered vessels had to comply year due to low maintenance, previously a condominium between with IMO and the State Law or bad management and poor crew England and France and was known feel the wrath of John. operations. The VMA started to as “The New Hebrides” after which ground the vessels that did not it gained its independence in 1983 In the late nineties, many of the comply with the rules and this with a name change to “Vanuatu”. local Island traders were owned by caused a problem with the owners government ministers and used who saw fit to take it to parliament As a tax free country, a shipping them as an alternate source of and voted on the removal of John registry was started with offices revenue while controlling the flow Rosin and caused the dissolving of

58 | The Report • December 2017 • Issue 82 the VMA. The job of the monitoring of shipping was handed over to the Department of Ports and Harbour.

This is where all the problems began. Too many owners are friends of the Department directors and operators. Corruption rules and Insurance has became a bad word and most of the vessels do not have insurance as it has become optional not mandatory. If a Vessel decides to take insurance for passengers and cargo, the surveyor is engaged for his services. He inspects the vessel, writes a report, hands over a list of recommendations and enforces all defects that need to be rectified as to comply with the insurance policy.

As a surveyor in this country one walks a tight rope, having the client on the one side needing his survey report for the Insurance company to operate, and on the other side a defect list that needs to be signed off on the vessel as to comply. The surveyor ends up being the bad guy because the vessel cannot operate. Threats and bribes from owners are a daily occurrence and The Ports and Harbour department have initiated a program where an We can only observe and are constantly overriding decisions advisor / observer from one of these encourage the recent position, and made by the Surveyor. countries has been employed in a hope that common sense prevails controlling position within the Ports and the corruption cancer stays There is a faint light at the end of and Harbour sector and is able to out of the equation. This is sure to this tunnel. The aid donor countries, control the operations and enforce make life easier for all Surveyors namely Australia and New Zealand, the laws in place. operating in Vanuatu.

The Report • December 2017 • Issue 82 | 59 “Pssst want to know a secret?”

It’s time to...

Aufwachen sie! Potential fines of up to £17million (€20 Réveillez-vous! - million) or 4% of Wakker worden! annual turnover Wake up! _ Comes into force on To the new 25 May 2018 General Data Protection Non compliance is - simply not an option Regulation (GDPR) All businesses Are you ready? _ Have you even will be affected heard of the GDPR?

“If your organisation can’t demonstrate that good data protection is a cornerstone of your business policy and practices, you’re leaving your organisation open to enforcement action that can damage both public reputation and bank balance. But there’s a carrot here as well as a stick: get data protection right, and you can see a real business benefit.”

Elizabeth Denham, Chair, Information Commissioner’s Office

60 | The Report • December 2017 • Issue 82 The GDPR will affect the way in So what Are you ready which you go about your business and how you hold, store and is GDPR? for the challenge? use data about your customers, After four years of preparation The less prepared you are at employees, suppliers and any and debate, the new General Data this stage, the greater your other individuals whose details Protection Regulation (GDPR), challenge to comply in time you hold. GDPR affects the notices was finally approved by the EU when it hits the statute book in and information that you will be Parliament on 14 April 2016. May 2018. Alarmingly one in four required to give to individuals The GDPR replaces the Data UK businesses have cancelled about how their information is to Protection Directive 94/46/EC and preparations for GDPR, according be used by you. The GDPR increases has been designed to harmonize to a survey by the management the power of individuals (including data privacy laws across Europe, firm, Crown Records Management. your customers) to control, manage, to protect and empower all EU inspect and in some cases delete citizen’s data privacy and to There is still a concerning forever, their information. The GDPR reshape the way organisations misconception that the regulation also gives individuals greater powers of all sizes across the region only applies to large companies to complain about organisations approach data privacy. and corporates. But as the ICO which misuse their data. keeps stressing, the regulation Failure to meet the stringent will affect everyone. It even has an requirements of the GDPR leaves impact on organisations outside you at the risk of significant fines the EU who do business with Expanded and penalties for those who companies inside the EU zone. do not comply. And ignorance geographical of the new regulation will not Who does the GDPR apply to? be an acceptable excuse. The The answer is that is applies to reach regulation means an increase in ‘controllers’ and ‘processors’ of The GDPR regulation expands the the maximum fine the Information data. Definitions of the two types reach of European data protection Commissioner’s Office (ICO) can are that a data controller states law and applies to: impose upon companies in the how and why personal data is UK who have not adequately processed, while a processor is the • any organisation which has protected themselves against data party doing the actual processing a presence in the EU that theft from £500,000 to £17 million of the data. So the controller provides goods and services (or four percent of turnover). These could be any organisation, from regardless of whether any changes are certainly going to a profit-seeking company to a payment is taken; have an impact on your business. charity, government or marine survey business. A processor could • any organisation which is There are two clear drivers behind be an IT company, for example, based outside of the EU but the GDPR. Firstly, the EU wants that is handling the actual data which processes personal data to give people more control processing. Even if controllers and of EU residents in connection and say over how their personal processors are based outside the with goods/services offered to data is used. And secondly, the EU, the GDPR will still apply to him/her regardless of whether EU wants to give businesses a them so long as they’re dealing the processing takes place simpler, clearer legal environment with data belonging to EU citizens. within the EU; in which to operate, making Complicated? You bet! data protection law identical • any organisation which throughout the single market. It’s the controller’s responsibility to monitors the behaviour of ensure their processor abides by EU residents, e.g. the tracking For those of you based in the data protection law and processors of individuals online to UK, the cry of ‘we are safe after must themselves abide by rules create profiles and to analyse Brexit from this regulation’ carries to maintain records of their behaviours. no weight. This regulation will processing activities. If processors apply no matter what the final are involved in a data breach, they outcome of the ongoing Brexit are far more liable under GDPR negotiations are. So you have an than they were under the Data obligation to comply. Protection Act.

The Report • December 2017 • Issue 82 | 61 Therefore, it will not only be • The right to erasure. Any European organisations that need The enhanced individual has the right to to comply. So be warned - if your request the deletion or removal business has operations outside rights of of personal data in certain the EU which offer goods/services data subjects circumstances. to EU residents, your non-EU operations will also have to comply Data subjects have a number of • The right to restrict processing. with the GDPR. enhanced rights under the GDPR There are certain circumstances as follows. in which an individual can require you to restrict the • They have the right to processing of personal data. Consent be informed. It is your The GDPR approaches consent responsibility to provide • The right to data portability. more restrictively than the UK Data information to an individual In certain circumstances an Protection Act currently does. regarding the processing of individual can request you to their personal data and their provide their personal data in • Consent must be freely given individual rights. a structured, commonly used on a specific, informed and and machine readable form and unambiguous basis. • Data subjects have the right transmit this to a third party. of access. • Silence, inactivity and pre- • The right to object. An ticked boxes are not sufficient. • You will have less time to comply individual can object to with a request and information direct marketing. You must • Explicit consent will continue to must be provided within one inform individuals of their be required for the processing month of receipt of the request right to object when you first of sensitive personal data. unless the request is complex, communicate with them and in which case, the period can be in your privacy notice. For any • Separate consents are extended by two months. online services, an individual required for different must be able to object online. processing activities and, • The right to rectification. Any importantly, consent must individual can request that • Rights in relation to automated be distinguishable and their personal data be rectified decision making and profiling. can’t be bundled with other where it is inaccurate or An individual has the right written agreements. incomplete and this must be not to be subject to a completed within one month decision based on automated • The supply of goods and unless the request is complex, processing (which can include services can’t be conditional on in which case, the period can be profiling) where it has a legal consent to processing where extended by two months. effect or a similarly significant that processing is not necessary effect on the individual. for the supply.

- Are we complaint?

Do internet _ search for specialist advice?

62 | The Report • December 2017 • Issue 82 Steps to take?

6. Check Procedures. The governance Steps to take to Check your procedures to ensure that they allow and accountability ensure you are for compliance with the of data controllers compliant data breach notification requirements as well as all The GDPR places onerous Even though some months off the new applicable rights accountability obligations on still, you should start taking steps conferred to individuals data controllers to demonstrate now to ensure that you are ready. under the GDPR, including compliance and there are a number The accountability principle the deletion or removal of of unwelcome, yet essential means that the onus is on you and information and subject administrative burdens placed on your business to be proactive in access requests. data controllers. As a data controller protecting individuals’ data and you will have to: avoiding breaches. 7. Privacy Impact Assessments (PIA). Identify whether you • Provide comprehensive, clear 1. Awareness of the new need to carry out any PIAs and transparent information regulation. Make sure that and familiarise yourself with to individuals regarding the you and others in your the requirements. processing of personal data organisation are familiar with and their rights. the requirements of GDPR. 8. Cross Border Operations. If you operate in more than • Maintain documentation 2. Perform an audit. Carry out one European country, regarding your processing an audit of the personal data decide which is the relevant activities. that you hold. Track the data data protection authority flows in order to identify what for your activities. Also if • Implement technical and personal data you hold, where you transfer or process organisational measures to the personal data has been personal data outside the demonstrate that you have obtained from, the legal basis EEA, you need to identify considered and integrated on which you are holding it and the mechanism that you rely data protection into your data where the personal data goes. on to do so and watch out processing activities. for any changes that may 3. Privacy Information and Notices. occur over the coming few • Conduct privacy impact Review your current privacy months/years regarding assessments (PIAs) where the notices and put a plan in place cross-border data transfers. processing is likely to result in to make any necessary changes. a high risk to an individual’s Now whilst this may all rights and freedoms. 4. Consents. Check to see that if you seem over the top and very are relying on consent for data challenging, it is. If all this ‘red • Have processes in place for the processing that it meets the new tape’ is beyond you, then IIMS notification of data breaches. requirements. If you use pre- advises you to get specialist Data breaches must be notified ticked boxes to obtain consent advice from those in the know. to the appropriate Regulator – for marketing information, this An internet search will find a in the case of the UK, the ICO. will need to be changed. good selection of organisations This must be done without who are making it their undue delay and, where 5. Contract Documentation. business to help your business feasible, within 72 hours of Ensure you audit any existing in this area. Make sure you are being aware of the breach. The supplier agreements that compliant and ensure you are data breach threshold requiring you have in place and update not in the first batch of test notification to the data subjects data processing/protection cases that are certain to follow themselves is where their rights provisions in your standard the implementation date in May and freedoms are placed at a agreements and tender/ 2018 for organisations flouting “high risk”. contract documentation. the regulation.

The Report • December 2017 • Issue 82 | 63 How fit for business are It is common for independent marine surveyors, as with any small business owners, to encounter stressful situations you? during the course of your working week. Running any business requires That goes without constant hard work and saying. One of the commitment to say nothing of dedication too. These days with ways to help to limit the modern technology – the internet impact on this and on and smart phones – many people your health is to keep feel they are always on duty and yourself fit. on call. All of this can sap your strength, leading to anxiety, poor How can you energy levels, increased stress, physical and mental illness, become more ultimately culminating in reduced physically fit? performance at work. And let’s face it, when on survey you need to be Becoming physically fit requires sharp and alert to ensure you do a change in life style as well. You not miss something crucial! will have to incorporate a regular exercise routine in your life and So if you are going to perform also eat healthier. Avoid junk your best work and minimise the foods, fizzy drinks and such like. possibility of burn out and stress, Just by eliminating all these food you need to find ways to deal with substances from your life, no it that work for you. matter how temporarily, will allow your body to detox and become stronger. Make sure that you spend So what is fitness? more time outdoors in the fresh air – not a huge challenge for most Fitness does not only refer to being marine surveyors! Generally any physically fit, but also refers to a activity is better than none. person’s mental state. If a person is physically fit, but mentally unwell or Being stressed makes us feel tense, troubled, he/she will not be able to out of control and worried. But function optimally. Mental fitness there are ways and things you can can only be achieved if your body is do to try and keep those stress functioning well. levels manageable and at bay.

64 | The Report • December 2017 • Issue 82 Develop a positive Exercise every day Rest and recovery time mental attitude Not all of us are cut out or made It is critical that you set aside time to pound the streets each day, for rest. Sure that survey report Remaining focused on although running is a good might be critical and the deadline the important things medium. But just 10 minutes of you promised your client is fast that really matter is brisk walking each day can have approaching, but … If you allow vital. You need to find a profound effect. Brisk walking is yourself some time to rest, you ways in which you can simply walking faster than usual will bounce back more energised, channel your energy at a pace that gets your heart focused and sharp raring to go away from things that pumping. Start with a 10 minute again. So be nice to yourself! cause you worry and brisk walk a day and then see if you concern (whilst accepting can gradually build up to more. Make sure you get sufficient sleep. they are nevertheless The effects will be seen. Also this Experts differ on what is a good important) by focusing time allows you to help to clear amount, but one again listen to on more productive and your mind, or to provide valuable your body. If you get up tired in positive activities. You will thinking time about important the morning due to lack of sleep, doubtless have heard the matters. When you perspire, you your chances of performing phrase positive mental attitude? release endorphins, which will help good, quality work that day are Put simply, it is the belief to improve your mood and to aid diminished. As you sleep, your body that one can increase sleep too. But listen to what your is repairing itself and your brain achievement body is telling you and if it is telling processes all if has absorbed during through you that it is feeling sluggish, make your busy day. So make time to optimistic sure you listen and do something to unwind in the company of loved thought counter that. ones or close friends, take a relaxing processes. bath or put on your favourite music. Your diet matters Try and practice Ok so you are a busy marine mindfulness and surveyor, rushing here, breathing techniques there and everywhere, grabbing snacks and food Mindfulness is about being on the run. But remember comfortable with your thoughts. It this. What you eat can impact leads to you becoming more focused, on stress. This is hardly news, more award and calmer in your mind. but understanding that excessive So if you are feeling overwhelmed or amounts of caffeine, sugar and hemmed in by something, just close alcohol will can cause physical stress your eyes and take deep controlled on your body is important. breath for just 60 seconds. Then exhale slowly focusing on your There are food choices you can breath. Now open your eyes and you make during your busy day and will feel calmer instantly. routine that will impact more positively. Examples would be A positive attitude salmon and turkey for example, Gathering your comes from obser- spinach and blueberries (coupled vational learning in with other super fruits), herbal thoughts the environment and teas and avocados to name but Do you keep a diary or a journal? is partially achieved a few. Yes these food items are At the end of your day, take a few when a vision of good great options to help you manage minutes to gather your thoughts natured change in the and reduce the risk of stress. And and reflect on the day that has just mind is applied toward remember many countries in the gone by. Make sure you use these people, circumstances, world are experiencing higher valuable few minutes to get rid of all events, or behaviours. It rates of obesity than ever before. that mind clutter in your head. Wipe is almost impossible to So if you become aware that your the slate clean before you retire measure the effects of a weight is increasing (the trouser to bed. Just writing a few things positive mental attitude; button has got tight), take steps to down can be therapeutic and once so think of it as a different arrest the trend before it becomes transcribed on to paper, they will approach to life. harder to deal with. appear far less threatening.

The Report • December 2017 • Issue 82 | 65 Writing a strategic plan for your business We all need a plan right? Yes of course we do; but how often should one review the strategic plan and what format should that process take?

Let’s start with a simple definition Where am I now? The IIMS: of strategy. The dictionary says “A plan of action designed to achieve As you start to think about where “Dedicated to excellence a long-term or overall aim.” your business is currently, you in marine surveying.” should look at the cornerstones Well that sounds simple enough. of your organisation. Take a look But pause for a moment, grab a at your mission and your core Coca Cola: coffee and reflect. Ask yourself values. Do you like what you see? these two simple questions. When Are you still true to them and “Our mission is: To did I last review my strategy? And do they represent what you are refresh the world in mind, when did I last assess where I want currently about as a business? body and spirit. To inspire to go with my business? Many moments of optimism people will be shocked at how long Does your mission statement (if and happiness through it is since they last reviewed their you have one) reflect how your our brands and actions.” strategic plan (if indeed at all) and business might look in its next some will never have produced one. phase? It is probable that you But if you don’t know what your will not revise this area often Ebay: plan is, (or have forgotten), how but it is important to review will you ever know if and when you it. The purpose of a mission “Provide a global trading achieve your goals? statement is to describe your platform where practically business’s purpose and to try anyone can trade Essentially creating and reviewing and explain in a few snappy practically anything.” a strategic plan is straightforward words why it exists. Sometimes enough. Think of your plan in a mission statement will include three distinct parts, which all link details of the business and its Amazon: and fit together. values. Or it might include the services you provide. Does your “It’s our goal to be earth’s - Where am I now? mission statement say what most customer-centric you do and does it say why company, where customers - Where am I going? your organization exists? There can find and discover are some examples of mission anything they might want - How will I get there? statements along side. to buy online.”

66 | The Report • December 2017 • Issue 82 Strategy Think about your areas of specialism that set you apart Strategy establishes a way to match from the competition. Each your business’s strengths with Then you want to look at your company strives to create an current market opportunities. You current strategic position. Take advantage that continues to be must position your business in ways a look around you. What is competitive. What is your point so that it comes to mind when a happening internally with your of uniqueness? What can your potential customer has a need of business and what is happening business potentially do better the type of services you offer. externally in the market? This than anyone else? And remember could determine how and why you the competition has a habit of need to change what you do and catching up too, so it is important Monitorable goals how you do it. One means to do you take time periodically to this is by using a SWOT analysis. ‘sharpen your saw’ to ensure you Each goal should be specific and You should review your strategic remain one step ahead. measurable in one way or another. position regularly through the use What are your goals over the next of a SWOT. SWOT is an acronym 12 months? And over 3 years? standing for strengths, weaknesses, 2. Vision statement opportunities and threats. These elements are crucial in assessing Your vision is about formulating in Action items your strategic position. You want to your mind an image of what your build on your company’s strengths, business’s future make-up will be Action items are about protect against the weaknesses, and where it is headed. Is it possible implementing your plans which capitalize on the opportunities and to see what your business might when set against specific actions understand the threats. look like in 5 to 10 years from now? will lead to achievement of your Yes entirely possible! goals. You should project start and finish dates where possible; and are Where am I headed? your action items expansive and How will I get there? ambitious enough to achieve your The elements of the question desired goals? ‘where am I headed’ will assist you Knowing how you’ll reach and in answering other questions. For achieve your vision is the central example, ‘What will my business plank in your strategic plan. It will Execution and delivery look like in the future?’, or ‘What eat your time and the reason it future do I want to create for my takes so much time to develop is Proof of the pudding is in the business?’ None of us can predict because there will be many routes eating as they say; so will you the future of course, but that does from your current position to commit the necessary investment, not prevent you having a vision for achieve your vision. Take time to try resources and time to support the where you would like to progress and pick the right avenues. As part plan and ensure it has every chance to. If you do not know the answer, of your planning, you will need to of success? no-one else can. So, as you start consider all of the following: to think about how to define your business strategy of the future, Benchmarking consider these two points. Your strategic objectives It is important to set key Strategic objectives involve long- performance indicators (KPIs) as 1. Sustainable term planning that will help you milestones. This means you can competitive connect your mission to your vision. easily measures your progress advantage Consider your financial, customer, against your strategic plan. You operational and people strategies. should identify between six and A sustainable competitive And most importantly, what are a dozen KPIs (which you should advantage describes and explains the core activities you will need to review regularly) to monitor what you’re best at doing perform successfully in order to whether you’re making progress compared to your competitors. achieve your vision? and are hitting your milestones.

The Report • December 2017 • Issue 82 | 67 Professional Qualification in Professional Qualification in Yacht & Small Craft Commercial Ship Marine Surveying Marine Surveying

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68 | The Report • December 2017 • Issue 82 Each quarter The Report brings you an update on some of the new pro- NEW PRODUCTS ducts and innovations to hit the boating, shipping and maritime industry.

New dredging tool combines cutting with suction

A new dredging tool by Goodchild Marine combines cutting with suction to tackle material on land or water. The dredging head has been developed in collaboration with Italian manufacturers Italdraghe over a three-year period and the Norfolk based company believes it is a world first.

“When we built our own dredger, the Rufford, there were a few technical difficulties with the pump, especially when priming, so when we received an order to build a similar one we wanted to use a more efficient pump,” said company MD Alan Goodchild. “After extensive research, we discovered Italdraghe, which specialises in building dredgers and together we worked on the MarinaMaster dredger.”

It is transportable and can be used in a variety of operations such as dredging in harbours, reservoirs and canals and removing debris from flood water. The tool is powered by the excavators’ own hydraulic system and incorporates a robust pump that is capable of being used both on land and floating.

Smaller and more powerful smart Pro Combi S+ inverter/charger launched

The inverter/charger is now de rigeur for most small to medium-sized cruising boats. They save space, reduce installation time and cost and provide all the AC needs when the vessel is away from a shore-side AC supply.

The new Pro Combi S+, splashproof design is lighter and smaller than its predecessor with all of the AC and DC connectors now integrated neatly into the unit, eliminating the need for terminal safety caps. It features eight battery type selectors, each with a four-stage charge profile. Whilst it offers more power and improved overload ability, it also requires less current when in standby mode.

The unit comes with a 12-24V/5A auxiliary charging module that enables the user to charge their engine start battery whilst bulk charging their main battery bank. A removable control panel and extension lead is also included, which can be located remotely up to 10m from the main unit if required.

The Report • December 2017 • Issue 82 | 69 NEW PRODUCTS

Up to 10 times longer running times with the new anti-sticking pump elements from L’Orange

Deposits in the barrel can significantly impede the pump’s operation. Common measures such as the regular cleaning of the pump element are very time-consuming and far from ideal over the long run. L’Orange has developed a new pump element with a special coating and a scraper ring that they claim can largely reduce the formation of lacquering and therefore increases the running times of pumps by four to ten times.

With the new anti-sticking pump elements, it is possible to significantly reduce the formation of lacquering and therefore sustainably lower the risk of plunger sticking. For this purpose, L’Orange optimized the pump elements in terms of geometry, surface coating and scraper ring. Lubricating oil and fuel are separated which eliminates the main cause of the formation of lacquering. The scraper ring serves as protection if lacquering occurs in spite of the separation between lubrication oil and fuel. It effectively scrapes the lacquering off the barrel therefore preventing any increase in the lacquering layer in the barrel. The new special coating and the microgrooves do not allow the lacquering to even develop on the plunger. The innovative total solution extends the running time by four to ten times compared to standard products they say.

Alfa Laval introduces BWMS with 20% smaller footprint

Alfa Laval has introduced PureBallast 3.1 Compact Flex. Available for flows of 32–1,000 cu.m/h, it packs the leading ballast water treatment technology into a footprint up to 20% smaller than that of PureBallast 3.1 – the smallest on the market. It also reduces installation costs by up to 10%, thanks to a plug-and-play concept for quick and easy connection.

“Alfa Laval PureBallast 3.1 Compact Flex is economical, both in its use of space and in its installation,” says Anders Lindmark, Head of Alfa Laval PureBallast. “As a result, it removes headaches for both ship owners and shipyards. It’s an ideal choice for the vast majority of vessels, combining the smallest possible footprint with superior performance in the widest range of conditions.”

70 | The Report • December 2017 • Issue 82 NEW PRODUCTS

Quad Marine gains patent for electric catamaran

Quad Marine said it has been granted a patent for its Quad 44 electric catamaran.

The company said its first patent covers various elements of the catamaran. The U.S. Patent and Trademark Office is processing a second patent that covers additional elements of the boat.

The company said the Quad 44 flagship is being marketed as the Tesla of the marine industry and is the culmination of a 10-year development project to create the world’s most advanced four- cabin electric cruising catamaran without the design flaws and compromises of traditional boats.

The company recently launched a crowdfunding campaign to raise capital for the production of the Quad 44.

MOB floating strobe torch launched

A floating strobe torch that helps locate an MOB using alert and find mobile technology has been launched.

Exposure Lights’ OLAS Float-On is a 120-lumen pocket-sized floating torch, which, within eight seconds of immersion, will automatically set off its MOB strobe and trigger the OLAS App alarm and directional finder screens on an on-board mobile device.

Exposure Lights product manager, Tom Harrop, said: “We have created the OLAS Float-On using a combination of Exposure’s MOB technology and our OLAS mobile technology to create an ‘intelligent torch.

“The Float-On acts independently from the OLAS App system, acting as both a torch and water-activated strobe if a mobile device is not to hand.”

The torch can be attached to a lifejacket or lifebuoy and once activated, will float and strobe once every two seconds for up to 24 hours, with visibility from over three nautical miles away.

The Report • December 2017 • Issue 82 | 71 NEW PRODUCTS

New GOST cameras released

Global Ocean Security Technologies (GOST) has released its GOST Mini-Ball 1080P and Mini-Dome PTZ 1080P cameras with high-definition and resolution.

The complete line of GOST cameras for yachts are now 1080P, confirmed the company.

Brian Kane, chief technology officer at GOST, said: “Our cameras and complementary live streaming video and storage systems have been responsible for hundreds of captured photos and video used to document on board events, provide awareness of a vessel’s status and solve major police investigations.”

Measuring 2.4 inches, the GOST Mini-Ball 1080P high-definition camera features a 2-megapixel resolution. Designed to be discreet, the camera’s white housing blends with the exterior or interior of a vessel, providing protection without detracting from a boat’s overall aesthetic.

VPLP announces catamaran with powerful 400m2 sail

VPLP design has revealed details of a new 156-foot catamaran powered by a 400m2 sail with twice the average power. Evidence’s wingsail is reefable, furlable and fully automated and produces twice the power of a conventional sail. The wingsail design builds on the successful launch of Oceanwings and when integrated into a hybrid propulsion system, it can reduce the fuel consumption of the main engines and the greenhouse gases they emit.

Marc Van Peteghem of VPLP said: “Usually, when you double the length of a boat, you multiply the size of the sail plan by four and the mechanical stresses by eight. But not with Oceanwings.”

Mr Peteghem said that Evidence offers the “stability, space and performance of a catamaran with the bonus of a simple yet pioneering rig.”

Designed for crossing the Atlantic, Mr Van Peteghem said the vessel’s automated wingsail and mechanical propulsion – which can be electric – gives her an incredible range.

72 | The Report • December 2017 • Issue 82 Just for a bit of fun and with the aim of bringing a smile to your face and Who said that? a knowing nod from your head, The Report Magazine has put together A collection of sailing, an eclectic mix of 50 sailing, sea and shipping quotes - some modern, sea and shipping quotes some ancient. In many cases they are attributed to very famous people, but other examples come from lesser and sayings... known individuals; but for all it seemed sailing and the sea was the inspiration for their thought provoking words.

Quote: “The cabin of a small yacht is truly a Quote: “He who loves wonderful thing; not only Quote: “If your ship doesn’t practice without theory is will it shelter you from come in, swim out to it.” like the sailor who boards a tempest, but from the By: Jonathan Winters ship without a rudder and other troubles in life; it is compass and never knows a safe retreat.” Quote: “He who lets the sea where he may cast.” By: Francis Herreshoff, lull him into a sense of security By: Leonardo da Vinci Boat Designer is in very grave danger.” By Hammond Innes, Quote: “If the highest Quote: “To reach a port we Novelist aim of a captain were to must set sail - sail not tie preserve his ship, he would at anchor; sail, not drift.” Quote: “When the draught keep it in port forever.” By: Franklin D. Roosevelt of your vessel exceeds the By: Thomas Aquinas depth of the water, you are Quote: “There is nothing - most assuredly, aground.” Quote: “The art of the absolutely nothing - half so By: Ian Walsh sailor is to leave nothing much worth doing as simply to chance.” messing about in boats.” Quote: “Only two sailors, By: Annie Van De Wiele By: Kenneth Grahame, in my experience, never Writer ran aground. One never Quote: “I’m telling you left port and the other that India is that way, Quote: “It is not the ship was an atrocious liar.” now set my course.” so much as the skilful By: Don Bamford By: Christopher Columbus sailing that assures the prosperous voyage.” Quote: “No captain can do Quote: “’Tis skill, not By George William Curtis very wrong if he places his ship strength, that governs alongside that of the enemy.” a ship.” By: Thomas Fuller Quote: “Any damn fool can By: Horatio Nelson navigate the world sober. Quote: “The man It takes a really good sailor Quote: “There is nothing who has experienced to do it drunk.” more enticing, disenchanting shipwreck shudders By: Sir Francis Chichester and enslaving than life at sea.” even at a calm sea.” (while loading By: Joseph Conrad, By: Ovid, Poet his boat with gin) Writer

The Report • December 2017 • Issue 82 | 73 Quote: “When a man Quote: “Remember. It was Quote: “I start from the comes to like a sea life, he a professional who built premise that no object is not fit to live on land.” the Titanic. It was an created by man is as By: Dr Samuel Johnson amateur who built Noah’s satisfying to his body and Ark.” By: Vanessa Linsley soul as a proper sailing Quote: “Land was created yacht.” By: Arthur Beiser to provide a place for Quote: “If you’re not boats to visit.” getting close to capsize, Quote: “At sea, I learned By: Brooks Atkinson you’re probably not how little a person needs, pushing hard enough.” not how much.” Quote: “Waves are not By: James Spithill, By: Robin Lee Graham, measured in feet or ORACLE Racing Team Sailor inches, they are measured in increments of fear.” Quote: “A sailor is an Quote: “Anchor as though By: Buzzy Trent artist whose medium you plan to stay for is the wind. Live weeks, even if you intend Quote: “A ship in port is passionately, even if it kills to leave in an hour.” safe, but that’s not what you, because something is By: Tommy Moran ships are built for.” going to kill you anyway.” By: Grace Hopper By: Webb Chiles, Sailor Quote: “Wind is to us what money is to life Quote: “No one would Quote: “The fishermen on shore.” have crossed the ocean if know that the sea is By: Sterling Hayden he could have gotten off dangerous and the storm the ship in the storm.” terrible, but they have Quote: “We did not all By: Charles Kettering never found these dangers come over on the same sufficient reason for ship, but we are all in Quote: “Out of sight of remaining ashore.” the same boat.” land the sailor feels safe. By Vincent van Gogh By: Bernard Baruch It is the beach that worries him.” Quote: “I wanted freedom, Quote: “To most men By: Charles C. Davis open air and adventure. I experience is like the stern found it on the sea.” lights of a ship, which Quote: “The sea hates By: Alaine Gerbault, Sailor illuminate only the track a coward.” it has passed.” By: Eugene O’Neill Quote: “We must free By: Samuel Taylor ourselves of the hope that Coleridge Quote: “It is not that life the sea will ever rest. ashore is distasteful to me. We must learn to sail in Quote: “If a man is to be But life at sea is better.” high winds.” obsessed by something, I By Sir Francis Drake By: Aristotle Onassis suppose a boat is as good as anything, perhaps a bit Quote: “The sea is the Quote: “Men in a ship are better than most.” same as it has been since always looking up, and By: E. B. White before men ever went on men ashore are usually it in boats.” looking down.” Quote: “Until you have the By: Ernest Hemingway By: John Masefield courage to lose sight of the shore, you will not know Quote: “There is but a Quote: “The wind and the terror of being forever plank between a sailor the waves are always lost at sea.” and eternity.” By: on the side of the ablest By: Charles Cook Thomas Gibbons navigator.” By: Edmund Gibbon, Historian

74 | The Report • December 2017 • Issue 82 Q1. How did you first get involved in marine surveying and what was A day your route into the profession? After my 12 years at sea with the in the Peter RFA as an Engineer Officer and a couple of years working with A&P Falmouth as a Shiprepair life of... Manager, I moved to Oman to Broad be the Superintendent for the Sultan’s Royal Yacht, ‘Al Said’ and his other vessels within the Royal Yacht Squadron. In the position of Shiprepair Manager and as Superintendent, I met with many Class Surveyors during refits and maintenance periods. In Oman I worked closely with Lloyd’s Register to maintain the Sultan’s vessels in a high state of readiness and within class. At the end of my contract in Oman I was invited to a meeting with the area manager for Lloyd’s in Dubai and then I was asked to interview in London. I returned to UK at the end of 1998 and took up the position of Surveyor to Lloyd’s Register in Falmouth in January 1999.

Q2. How has the profession changed during your career and, if so, in what ways?

I never considered that becoming a Surveyor with Lloyd’s Register, or any other Class Society, was within my grasp as I didn’t have a degree - only an HND and Chief Engineer’s Certificate. I didn’t know that IACS can accept a Class 1 Certificate and ‘Industrial Experience’ in lieu The Report delves into of a Degree. So once I had my the background of the introduction from the Surveyor in innovative Shipyard Oman and the meeting with the area Manager in Dubai so many Acquaintance Course new doors opened up to me. planed to run in March 2018 by Broadreach Marine Since 1999 there have been so by interviewing the man many changes in IACS and the member societies. With the behind the concept. Peter general recession hitting the Broad, MIIMS, has worked in marine industry from about 2008 Korean shipyards, in various everything has had to be much positions for Owners and more competitive. Class Societies are meant to be non-commercial, Class, since 2002. but by the fact that Ship Owners want discounts for everything this

The Report • December 2017 • Issue 82 | 75 has an impact on the services and shaft forging and machining, in the global market with 115 delivery from Class. propeller castings, steam turbine on order, or under construction. manufacture and dynamic LNG is a clean fuel that needs I have worked in Asia almost balancing, main propulsion no refining, so the LNGC’s are continuously for the last 15 years gear boxes manufacture, high essential part of the supply chain as a Senior / Principal Surveyor pressure and auxiliary steam (known as ‘Floating Pipeline’) for LR and then for DNV and now boiler manufacture and testing, between the Production and for Owners, as Project Manager. switchboard and motors being Consuming Terminals. Since about 2011 there has been manufactured and tested, as well a significant reduction in ex-pat as learning about hull structure Technology keeps changing placements. It is just not cost and block fabrication. The huge and the use of LNG as a marine effective for Class Societies or benefit to me of attending at MHI fuel is accelerating with the Owners to pay for ex-pats (and was that they are one of the few introduction of ever higher their families) to have positions shipyards in the world that make restrictions on NOx and SOx overseas anymore. So we see MOSS Type and Membrane Type emissions form ships. many more local staff being LNG containment systems. This employed to fill these positions. was my first exposure to LNG ships LNG is now a very attractive While local staff have, in many and launched me in to this exciting alternative clean fuel for tankers, cases, excellent experience and part of the new building industry. container ships and passenger training, sometimes it is hard vessels. This is forcing very rapid for them to be dispassionate After ten months at MHI I achieved technology advances to cope and authoritative with their co- my Certificates of Authorisation with these new demands for workers. I maintain that we still as a New Build Surveyor for LNG Bunker Tanks and Dual Fuel need a few ex-pats within Class Machinery, Hull and LNG Systems. Engine Technology. Societies and Owners Teams to I then moved to South Korea and support the local staff. started working in DSME shipyard Interesting times lie ahead. in Okpo as a Surveyor on a Shell LNG project, working with a great Q3. Senior Surveyor as my Mentor. Q5. It must have been a massive What has been your most cultural change for you, but what frightening experience on was the inspiration and motivation Q4. survey and why? that made you decide to head It is known that you are now to South Korea to further your involved with some cutting On a Sunday in mid-February surveying career? edge shipping technology, but (cold and windy) I was duty Lloyd’s without giving away any sensitive Surveyor in Cornwall, Falmouth, Having worked in Falmouth for commercial information, what are and had a call from a laden three years as a Surveyor for the characteristics of the vessels BP tanker that had come into existing ships, (at the start of you are engaged with and what Falmouth Bay with a burnt out my career with LR), I felt that I makes them special? main engine lube oil pump motor. needed to get some experience of ‘new building’. In 2002 there Since 2002 I have continued to I attended onboard and were internal opportunities within work mainly within the LNG new established that the motor was LR for new build surveyors in building market. being removed ashore for re- South Korea. I applied and was winding but that this would take successful in getting the job, but LNG (mainly methane) is at least three days. having no new build experience, transported in LNG Carriers or qualifications, I was sent to in a liquified state at – 163 °C. The vessel was scheduled to Nagasaki, Japan, to work in the This obviously has its technical discharge at Milford Haven LR office in Mitsubishi Heavy challenges to keep the liquified on the Tuesday. Industries (MHI), as a Surveyor cargo away from the steel hull under development, which was a structure, to stop embrittlement In the early days of mobile phones fantastic opportunity for me. and cracking. There have been a and poor coverage in the south west number of technology changes of UK – it was very difficult to get in MHI is one of the few shipyards to improve the insulation and contact with my Senior Surveyor, in the world (at that time) that methods of containment over or Area Manager to ask for advice. still manufactures all the major the past 15 years and there are However, I was contacted by the BP components as well as the more to come. Superintendent who made it very hull structure for new builds. I clear that the ship ‘MUST SAIL’ with was therefore able to observe There are currently only one operational lube oil pump. everything from propeller approximately 480 LNG Carriers Commercial pressures you understand!

76 | The Report • December 2017 • Issue 82 I had to decide how to safely let I feel that there is a fantastic and instruction from the trainers as we the vessel sail, or not and what unique opportunity for delegates tour steel works, engine factories could be the consequences? to join this two week course, to be and the shipyard/s. run in March 2018, to experience After establishing that the first-hand every stage of the Delegates will see the ship building remaining lube oil pump and shipbuilding process in some of the process in a consolidated two weeks motor were in ‘Satisfactory’ largest and best shipyards in the period, something that would running condition with no high world. To learn the basics of each normally take a life time to experience. temperatures, or vibration and of the shipbuilding processes from up to date maintenance records. myself and my fellow trainers, who They will be able to return to their I reluctantly wrote a Conditional each have more than thirty years’ workplaces with knowledge that Certificate for the vessel to sail for shipping industry experience. many of their co-workers will never one voyage only from Falmouth experience. They will attain 10 to Milford Haven with one main The small class size (max 20), in Certified Continuing Professional engine lube oil pump operational. groups of 5 max, will allow all Development points from IIMS, She was to proceed with Tug escort delegates to receive safe personal IMarEST and Nautical Institute. if she was within 12 nautical miles of the coast and a minimum of two tugs within the Pilotage areas.

I have to say that I was very frightened for twenty four hours while the vessel sailed from Falmouth to Milford Haven. As the last Surveyor onboard and for allowing a vessel to sail in a compromised condition is a very stressful situation which many of us have faced. Thankfully, she made it to Milford Haven

I would have preferred for the vessel to stay at Falmouth and make repairs before continuing her voyage. But we all have to remember that we are not in the business of stopping ships; we are in the business of keeping them sailing safely.

Q6. The Shipyard Acquaintance Course you are planning to run in March 2018 is really innovative, but what is your motivation for putting this bold initiative together?

As I have explained I have been very fortunate to work in shipbuilding in Asia over the past 15 years. I am passionate about the high quality of work and the technology advances that I have seen here.

There isn’t much shipbuilding in Europe. So it is not easy to get into the industry or to get experience.

Chinees shipbuilding is still evolving and generally not as high quality as We are proud to be a part of the Korean Shipbuilding that found in Korea and Japan. Association, Korean Shipyard Safety Standardization.

The Report • December 2017 • Issue 82 | 77 Q7. Q8. Q9. How do you see the marine Which areas of the profession do What advice would you pass surveying profession developing you think younger, upcoming on to an aspiring surveyor? and changing over the next 20 surveyors might want to think years and what are the key drivers about specialising in with Find a good mentor. Listen. in your opinion that will make the rapidly developing new Observe. Self-study to support change inevitable? technologies? your practical experiences.

I believe that we will see further Risk analysis will be the future. Always be impartial. Always consolidations within IACS This means a better understanding be polite. If you don’t know membership. We will see more of ship operations by the surveyor something, get advice, don’t mergers like DNV with GL. It is and understanding methods of just blag it. not possible for Class Societies assessing and control of risk. to maintain such high numbers This is affecting Class Society of surveyors. Many experienced, Surveying as well as P&I surveying. Q10. older surveyors, are being made If you had your career over again, redundant or taking retirement. Crew competency and training would you change anything? We are therefore losing a core are also crucial factors in risk for knowledge base. ship operations. The surveyor Yes. Don’t spend five hours a day needs to be aware of the crew commuting from Southampton to This I believe means that there competencies, or perhaps lack London for two years. will be future opportunities for of experience, when operating independent consultancies like vessels with new propulsion While career progression is ‘Broadreach Marine Ltd’, to work technology, hybrid technology or important, don’t chase the money with owners and insurers as unusual cargoes. and forget happiness. advisers to help reduce risk. New ballast water treatment Don’t forget your family and All surveying will equipment is evolving fast as we friends. Make sure you enjoy become RISK BASED. approach new implementation what you are doing. dates in the early 2020s. Surveyors need to become familiar with the evolving market Q11. with ballast water treatment When you put your feet up at the Eeuipment and the IMO Ballast end of the day with a glass of ‘South Water Management Convention, Korean red’ how do you like relax Code and Guidelines. and unwind?

Similarly, we all need to look at There are some lovely beaches, what equipment is coming in coast line and mountains in South to the market to cope with new Korea, so outdoor water sports MARPOL Annex VI (NOx, SOx and are developing slowly. I sail particulate) Air Pollution. occasionally with friends and go camping on beaches and in the mountains. Mountain hiking is great exercise and mental relaxation at weekends. A glass of wine sitting beside a camp fire / BBQ is the best way to unwind with friends. Korean food is always an event to be shared with friends and family.

Q12. As an ex-pat, what one thing do you most miss about the UK; and when you do return to the UK, what do you crave to do most that you cannot do in South Korea?

I miss Cornwall, my home county, and good pint of English Real Ale!

78 | The Report • December 2017 • Issue 82 _Swk 2018 A4 Generic 20.11.2017_GENERIC 20/11/2017 13:34 Page 1

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