SEPTEMBER 2020 Issue 93

The Magazine of the International Institute of Marine SurveyingInstitute the International Magazine of The

mean for the surveying profession? mean for What do remote surveys surveys do remote What What surveyors ought to know know ought to surveyors What Cyber SecurityCyber Ships & containership Who is liable for of research making The about fastenings - Part II about fastenings stack collapses? RV Kronprinz Haakon vessel THE REPORT THE

THE REPORT The Magazine of the International Institute of Marine Surveying September 2020 • Issue 93

Contents 24 34

04 • editor’s Letter 05 • The President’s Column 73 • Why do containership 07 • IIMS Organisation STacks collapse and and Structure Who is liable? 08 • Marine News 78 • SEAWORK aSIA 2020 16 • Safety Briefings 80 • Better oil detection 42 23 • Member News Sensors reduce cost of oily bilge water 34 • The elephant in the room: What do remote 82 • Making ship systems Surveys mean for SMarter with simulation 50 The marine surveying 86 • Wakashio Grounding profession? and Oil Spill: Was the 42 • Fastenings: Mauritian Government What a surveyor Unprepared? ought to know Part iI 90 • Shipbuilding in dire 50 • Cyber Security & Ships STraits: global ordering hit hard in 60 • Decarbonizing shipping: The first half of 2020 The role of internal 66 combustion engines 92 • Sacrificial anodes...... a waste of money? 63 • Search and Rescue algorithm identifies 96 • New Products hidden “traps” in 100 • PUT EVERYTHING ocean waters IN WRITING! 66 • The Making of the new INSTRUCTION, CLIENTS & norwegian ice-breaking TERMS AND CONDITIONS research vessel RV 102 • The root of most kronprins Haakon problems with contracts 70 • Report outlines huge IS causedby common potential for offshore formation problems. 73 WInd and those involved 104 • A day in the life of... WITh the sector Jeffrey Casciani-Wood

The Report • September 2020 • Issue 93 | 3 Editor’s Letter

Welcome to another big edition We have welcomed in new President, the second part of Jeffrey’s excellent and of the Report Magazine. Geoff Waddington, since the last informative feature about fastenings Report Magazine and said goodbye concludes (see page 42). I wanted to lead with the most to Capt Zarir Irani, now Past President. significant news affecting My thanks to Zarir for his considerable Deputy Vice President, Capt Ruchin IIMS. We have completed the efforts and good luck to Geoff who is Dayal, has authored an insightful article purchase of Murrills House as the already making his mark. entitled Cyber Security & Ships. The title is Institute’s permanent new flagship specific, and no further clues are required headquarters. This provides a valuable As our world continues in an for cyber safety is becoming one of the new asset for members and underpins unpredictable topsy turvy fashion and most important aspects and scourge for the future of the organisation. It is, the COVID-19 pandemic shows little modern day shipping (page 50). I feel, a significant moment in our sign of disappearing anytime soon, we history as we approach our 30th are all learning to live and work with I am grateful to David Pestridge for birthday in 2021. You can read more it in our midst. There can be no doubt writing about sacrificial anodes and about this project and the work we that alternative ways of working, using questioning their value, an article that all plan to undertake in Member News. enhanced digital solutions, will be yacht and small craft surveyors should And if you want to know more about expedited as a result. With this in mind, I read on page 92. the 500 year history of Murrills House, have become increasingly fascinated by I would refer you back to the June remote surveys, their integrity and what Although not directly related to surveying, 2019 edition of the Report Magazine. this means for the marine surveying I have chosen to publish the story entitled Due to renewed interest and enquiries profession. Is it the next logical step for Search and Rescue Algorithm identifies from members, I have reopened the a surveyor or the end of the profession hidden “traps” in ocean waters (page 63) Just Giving page for those who wish as we know it? Consequently, I have because it is of interest generally, but to give a ‘Buy a Brick’ donation to the authored a lengthy article on this topic importantly because it demonstrates how renovation fund in exchange for and am keen to stimulate a debate on technologies are being increasingly used a name plaque in the boardroom. the subject (page 34). Let me have your to push boundaries and, ultimately, this For more details go to thoughts on this disruptive change. can only be a good thing, although not all https://bit.ly/2X4Cu9x. might agree! This issue has quite a lot of Past The other item of significance I would President, Jeffrey Casciani-Wood in it. Enjoy. draw members’ attention to is the Fittingly, as he approaches his 90th Stay safe and survey well. long overdue review of surveyor birthday next month, I decided to specialisations. As a consequence, make him the subject of A Day in the we have published two new lists of Life of (page 104) and went in search specialisations and I urge you to study of information armed with a series of them carefully. See page 26. questions. It is a moving article. And Mike Schwarz, Chief Executive Officer

President: Mr Geoff Waddington (FIIMS) Chief Executive Officer: Mr Mike Schwarz Vice President: Mr Peter Broad (FIIMS) Immediate Past President: Capt Zarir Irani (FIIMS) Deputy Vice President: Capt Ruchin Dayal (FIIMS) Head Office Team Mrs Camella Robertson.....Membership Secretary & Office Manager Miss Jen Argent...... Management Accountant Mr David Parsons...... Certifying Authority Administrator Miss Elly Bryant...... Accounts Support Administrator Miss Holly Trinder...... Office Administrator Mrs Hilary Excell...... Marine Surveying Academy Business Manager Miss Lorna Robinson...... Education, Training & Events Co-ordinator Mrs Pui Si Chung...... MSA Accreditation Scheme Administrator Mr Craig Williams...... Graphic Designer Mrs 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 2020 - 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 • September 2020 • Issue 93 The President’s Column

Dear IIMS Member is sure to keep steering us in the policy changes due to the global right direction. COVID 19 pandemic, it would be On June 16th this year, I had the remiss of me not to mention how privilege of being handed the In June this year, the IIMS became it has affected areas of the IIMS baton of presidency from my a leading force in helping to bring and the activities of surveyors friend and fellow board member about change to the Australia around the world. The effects Captain Zarir Irani, who had been Maritime Safety Authority’s (AMSA) are far reaching and may also a very active President during attitude to Commercial Craft be long lasting. Yesterday I flew his two years. He has also been Regulations. The issues raised back to the UK and looked down a leading light for Regional by our CEO, Mike Schwarz, in a on seven empty cruise ships at Directors, not least in his own formal submission to the hearing, anchor in Weymouth Bay and successful Middle East region and helped hugely with significant three more in Bournemouth Bay. his involvement with the UAE contributions from Past President, Following an on line meeting at branch. For this and his other hard Adam Brancher, was instrumental the beginning of the week, our work on behalf of the Institute, I in bringing a system bogged down Vice President Peter Broad spoke would like to offer my own thanks by bureaucracy to the attention of fifteen vehicle carriers at anchor and I am sure the thanks of the of an Australian Senate Enquiry. off Busan in South Korea. Peter entire membership too. Pleasing to see that our Institute is also spoke of the problems moving able to effect changes in the global ships’ crews around the world. As This leaves me and the surveying community. surveyors we are of course exempt management board the from the quarantine regulations unenviable task of keeping the Although we are all getting a under section 256 of the Merchant momentum going; fortunately little weary of the constant media Shipping Act 1995, which has we have Mike at the helm and he coverage and regular government enabled those who were confident

The Report • September 2020 • Issue 93 | 5 to travel and continue working structure of grand design in what skills and knowledge to conduct a to do so, although not immune is without doubt a perfect location satisfactory survey and produce a of course. Between March and for a marine business. The work suitably detailed technical report of June the lock down effectively now starts in restoring this Grade survey on completion. Unless the brought a halt to many surveying II listed historic building back to its IIMS can achieve a recognised and activities leaving surveyors such former glory. consistent standard for surveyors as myself with no income and no the industry will continue to be government assistance. Our head Currently, the IIMS is the only plagued by unqualified, often retired office had to close, but fortunately UK organisation permitted by people conducting surveys to boost our office team continued to contract by the Maritime & their pension. In some instances I work from home, returning when Coastguard Agency (MCA) to train have heard treating a small craft the restrictions were eased. The Tonnage Surveyors. The Institute survey as a family outing. result of their efforts was that has approached the MCA with a the IIMS continued to perform proposal to produce an on-line and As I have mentioned in my opening its many functions effectively. remote training programme for paragraph I have inherited my Membership and Professional tonnage surveyors, which would predecessor’s initiatives for greater Qualifications applications actually be an extension to our current effort in Internationalizing the IIMS increased noticeably during contract agreement. The MCA has with twice yearly on line meetings this period and surveyors, both responded favourably and Mike is with Regional Directors. To this members maintaining their CPD preparing a detailed proposal to end myself and the Vice President, and non-members, improving roll out an on-line tonnage training Peter Broad, and Deputy Vice their knowledge. Many took the and assessment for acceptance by President, Capt Ruchin Dayal, have opportunity to log into the IIMS the MCA, prior to implementation. agreed meetings every quarter in on-line training seminar program This is in addition to our present an effort to discuss the various and arranged by Camella Robertson, involvement, chairing the potentially diverse issues in our the IIMS office manager, all of professional standards committee industry from around the world. which has brought in valuable which will eventually implement income to help keep the Institute and set the standards for MCA Given that you will be reading this in afloat and ahead of budget. coding examiners. the September issue of the Report Magazine, I am hopeful there may be The continued success of the This leads me on to the subject of a glimmer of light at the end on the Institute’s financial status and the Marine Surveyor Accreditation tunnel with regards to the current the generosity of those who have scheme, which we are developing pandemic and that it’s not just an donated funds has allowed us under the branding of the oncoming, never-ending train. to also progress with the most Accredited Marine Surveying exciting development of this year, Practitioner. We are taking our My very best wishes to you all. which is, of course, the purchase time to get the scheme right of Murrills House. As I write this before launch. This is something column we are poised to complete which is very close to my heart, and by the time that this is especially when I become involved published we will be the proud in insurance claims and litigation Geoff Waddington owners of our own office building. involving small craft surveyors. It is I.Eng; IMarEng.M.I.Mar.EST; F.I.I.M.S. Murrills House is a quite imposing clear many simply do not have the (President IIMS)

6 | The Report • September 2020 • Issue 93 IIMS Organisation & Structure

Directors of IIMS and Management Board Members Capt Allen Brink HonFIIMS Other Management Board Members 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 HonFIIMS, Chairman of Yacht & Small Craft Surveying Mr John Heath HonFIIMS, Technical Director Capt Sanjay Bhasin MIIMS Mr Geo Waddington FIIMS, President & Chairman Administration Mr David Pestridge MIIMS Mr James Renn FIIMS, USA In-Country Representative Capt Zarir Irani FIIMS, Immediate Past President, Regional Director Mr Peter Broad FIIMS, Vice President, South Korea In-Country Representative Capt Ruchin Dayal FIIMS, Deputy Vice President

Regional Directors Mr Edward OConnor, Canada Mr Monday Ogadina, West Africa In-Country Eng. Dimitris Spanos, Eastern Mediterranean Representatives Capt K U R Khan, Pakistan Mr R Rozar, Reunion & Mauritius Mr Pervez Kaikobad, India Mr Luc Verley, Singapore Capt Zillur Bhuiyan FIIMS, Bangladesh Dr S Favro, Croatia Mr Zennon Cheng, China Capt R Lanfranco, Malta Mr A Gnecco, Italy Other Honorary Fellows Mr Tony Fernandez Mr J Rowles, Turkey (HonFIIMS) Mr Milind Tambe Capt F Habibi, Morocco Mr Peter Morgan Mr Parimal Bhattacharyya Mr P Taylor, Trinidad Capt Barry Thompson Capt Nick Sloane Mr J Bru, Panama Capt Christopher Spencer Capt John Noble Mr G Jugo, Venezuela Capt Peter Lambert Capt Eugene Curry Capt Satish Anand Mr Uday Moorthi Eur Ing Je rey Casciani-Wood Capt Bertrand Apperry Honorary Members (HonMIIMS) Capt Jean Paul Le Coz Past Presidents Capt Syed Khalid Humail Capt Matthew Greenen 1991 - 1993 Capt William MacDonald Other Fellows (FIIMS) Mr Jorge Sanidos Capt Gopalkrishna Khanna 1991 - 1995 Capt David Linacre

Mr Derek Levy Dr David Lawrence Mr Ian Nicolson 1995 - 1996 Capt David Linacre/Capt Andrew Cross

Mr Martin Pittilo Dr Satish Agnihotri Capt Rodger MacDonald 1996 - 1997 Capt David Linacre Mr Anthony Protopapadakis Mr Hans van Bodegraven Capt William MacDonald 1997 - 2000 Eur Ing Je rey Casciani-Wood Capt Muhammad Alam Dr Paula Giliker Ms Evie Kinane 2000 - 2003 Eur Ing Ian Biles Capt Reuben Lanfranco Capt Ian Wilkins Ms Dee Davison 2003 - 2005 Capt Christopher Spencer Mr Gerry Grecoussis Capt J.C. Anand Cdr Terry Lilley 2005 - 2007 Capt Ian Wilkins Mr Kay Wrede Mr Anthony Beck Capt M P Karanjia 2007 - 2010 Capt Allen Brink Mr Peter Valles Capt Andrew Cross Mr Ian Biles 2010 - 2012 Mr Peter Morgan Mr John Walker Mr Parthasarathy Sridharan Mr Carey Golesworthy 2012 - 2014 Capt Satish Anand Capt Ian Coates Mr Brian Williamson Mr Peter Harris 2014 - 2016 Capt Bertrand Apperry Mr Elliott Berry Capt Jens Andersen Mr Stan Bowles 2016 - 2018 Mr Adam Brancher Mr John Guy Mr Omprakash Marayil 2018 - 2020 Capt Zarir Irani Capt David Linacre Mrs Karen Brain

The Report • September 2020 • Issue 93 | 7 IIMS advocacy acknowledged by Australian Senate as Performance of the Australian Maritime Safety Authority report is published

The International Institute of Marine Surveying’s (IIMS) submission to the Australian Senate, raising members concerns as to the direction and delivery of AMSA’s services for domestic commercial vessels, has been widely agreed with and extensively quoted in the Rural and Regional Affairs committee’s recently published report entitled Performance of the Australian Maritime Safety Authority.

IIMS expressed concerns over the new system’s excessive red tape, inappropriate and unsafe survey standards being Singapore remains the world’s most Marine News applied and a lack of government concentration on safety important shipping hub management system development and implementation. These and other matters were highlighted by the IIMS and Singapore has maintained its position as other submissions to the Senate Committee. the most important shipping hub in the Asia-Pacific region, ranking first for seven The committee made four recommendations with the consecutive years, a new index shows. The first three relating to legislative changes to better allow 2020 Xinhua-Baltic International Shipping authorities to prosecute breaches of the law. Centre Development (ISCD) Index has been published by the Baltic Exchange, in The fourth recommendation sets out for the Australian collaboration with Xinhua, the Chinese state Government to commission an independent review of the news agency. National Law and associated instruments to consider if it remains fit for purpose and if the instruments improve Based on objective factors including port marine safety without being overly burdensome or complex. throughput and infrastructure; depth and Based on multiple responses to our member questionnaire breadth of professional maritime support on the subject before the hearing, IIMS members certainly services; as well as the general business view this to be the situation with the current system. environment, the latest report shows that the top five international shipping centres IIMS welcomes the committee’s recommendations and remain the same as in 2019, although with findings. As the region and world’s premier professional some movement. Singapore tops the list for body for marine surveying, (and the only surveyor’s the seventh consecutive year followed by association to make a submission to the committee), IIMS London, Shanghai, Hong Kong and Dubai. calls on the Australian Government to act on the report. London, with advantages accruing from IIMS will continue to remain closely engaged with the providing high-end shipping finance, process and will consult with local members and input insurance, and legal services, has climbed into future consultation to better improve this important back to the second place after dropping regulatory reform. to third place in 2018 and 2019. London and Dubai are the only top 5 international Read how ABC News broke the story about IIMS’ submission shipping centres outside Asia. at https://ab.co/2ZLsa7W. In addition, the index showed a continued Read the report in full at https://bit.ly/3dBENq9. rise in Middle East and Mediterranean locations with Dubai, as the pre-eminent shipping hub in the Middle East, retaining The Senate fifth place while Athens rose to eighth place.

“Whilst this report reflects a pre-COVID 19 world, those locations which continue Rural and Regional Affairs and Transport to build on their strengths, are able to Legislation Committee communicate a clear vision for the future and diversify beyond the physical port hub will be the ones who are able to succeed in the future,” Mark Jackson, Baltic Exchange Performance of the Australian Maritime Safety Authority Chief Executive, said.

8 | The Report • September 2020 • Issue 93 Marine News

North Sails launches 3Di OCEAN 3703D moulded sails dedicated to cruising

North Sails’ new product, moulded sails, is built on the success of the company’s 3Di NORDAC polyester for smaller boats and its OCEAN 700 superyacht cruising sail. 3Di OCEAN 370 sits between those MAIB publishes its 2019 Annual Report two products to meet the needs of cruising boats in the 35-60ft The MAIB has published its Annual Report for last year with details about range for both monohulls and its activities and safety investigation work undertaken. In an extract multihulls. The moulded sails use from his Foreword, Capt Andrew Moll, Chief Inspector of Accidents at patented sail technology shaped MAIB, said, “I am pleased to introduce MAIB’s annual report 2019. It on three-dimensional moulds was a busy and successful year for the Branch improving safety at sea that were originally developed by our sustained output of safety investigation reports, safety digests, for racing. safety bulletins, and wider industry engagement. The Branch raised 1222 reports of marine accidents and incidents and commenced 22 “Our company culture is driven investigations in 2019, compared with 1227 reports and 23 investigations by an innate desire to continually started in 2018. Tragically, 13 investigations involved loss of life. develop sail technologies that allow sailors to have a more Recommendations enjoyable experience,” said In 2019 the Branch made 24 recommendations, of which 20 were North Sails president Ken Read. promptly and fully accepted, indicating that the Branch continues “Cruising offers an outlet to to make targeted, proportionate recommendations. The MCA has escape life on land and the North continued its efforts to complete the actions required to enable Sails commitment to the cruising recommendations to be closed. Many longstanding recommendations community is stronger than ever. made to the Agency have finally been actioned, including a number aimed at reducing the fatality rate in the fishing industry. The 3Di concept was taken into the superyacht arena in 2018 Change and consolidation with 3Di OCEAN 700 for larger While the UK will continue to report marine casualties to the European yachts whose owners were Union (EU) until the end of the transition period, preparations have looking for improved handling been underway to operate independently of EMSA. This has involved and long-lasting sails. The repatriating the UK’s historical accident data, some 42,000 cases, into a 3Di moulded sails technology new database, which has been more time consuming and complicated produces sails reduce heel in a than anticipated. During this transition, the Branch has had a limited ability breeze and add power in light air to support external requests for data, and the decision has been taken to and the sails are seamless. delay publication of the 2019 accident data until early in the autumn.

In order to assure that safety investigations are independent of marine regulation, agreement has been reached that the MAIB will carry out investigations into Very Serious Marine Casualties for the Red Ensign Group (REG) Category 1 registers of Bermuda, Cayman Islands, Gibraltar and the Isle of Man. This is an exciting development that will benefit the wider REG family, and the Branch has taken on two additional inspectors to undertake this important work.

A number of retirements and departures have occurred over the year that, alongside the uplift for REG investigations, have created opportunities for internal promotion and recruitment. In total, six new inspectors have joined the Branch since September. These include two nautical inspectors, two engineer inspectors (all experienced mariners), a naval architect inspector and a human factors inspector.

Read the report in full at https://bit.ly/2YIER32.

The Report • September 2020 • Issue 93 | 9 Over 100 Flag State detentions according to the USCG 2019 Annual Report

The USCG has published its 2019 Flag State Control Domestic Annual Report, summarizing statistics regarding inspections and enforcement of regulations on US-flagged vessels. In comparison to 2018, the number of vessel inspections increased by 1,423 and the average number of deficiencies identified per inspection has increased from 1.26 to 1.48. The report also found that there were over 100 The world’s largest aluminium Flag State detentions. sailing yacht SEA EAGLE II handed to owners As a result, the overall US Flag fleet inspection total increased in 2019 by 7%. Additionally, the number of The truly breathtaking three-masted Royal Marine News deficiencies issued increased by 25% from the 2018 calendar Huisman schooner SEA EAGLE II is the year report. largest superyacht to emerge from the company’s facility in Vollenhove. Key findings 2019 – USCG Marine Inspectors conducted 21,471 inspections in Earlier this year, SEA EAGLE II, designed total. by Dykstra Naval Architects and Mark – The Coast Guard’s fleet of responsibility contained 20,064 Whiteley, was transferred from the shipyard’s vessels subject to inspection. headquarters in Vollenhove and launched in – There were 2,095 reportable marine casualty Amsterdam. Her three carbon Rondal masts investigations in 2019 involving 2,561 inspected vessels. and booms were installed and tuned at Royal – In 2019 there were 111 Flag State detentions, an increase Huisman’s Amsterdam facility. The 81m or of 64% from 2018. 266ft contemporary schooner was perfectly on schedule for her delivery date, but Covid-19 This can be attributed in part to the new towing vessel restrictions in the Netherlands prevented the fleet, increased oversight inspections and post casualty finishing touch from being completed. inspection campaign conducted on small passenger vessels. The compliance date for implementation of towing vessels, Nearly all board systems, such as gensets, the newest members of the US Flag fleet, was July 20, 2018. air conditioning, waste water treatment and electronics, were thoroughly tested in the Marine casualties year prior to launch to avoid any surprises There were 2,095 reportable marine casualties reported in during the commissioning stage. Strict 2019 involving 2,561 inspected vessels. Covid-19 regulations and detailed protocols introduced in Spring eventually allowed the Flag state detentions team to safely “pick up where they left off” In 2019, there were 111 Flag State Detentions. Action code “30 in these extraordinary times. – Ship Detained” is a control action that may be imposed on any inspected vessel type, including Small Passenger Vessels Spectacular speeds over 21 knots can be and Barges, and is selected when technical or operational- achieved by the world’s largest aluminium related deficiencies exist that individually or collectively sailing yacht by powering up SEA EAGLE indicate a serious failure, or lack of effectiveness, of the II’s Rondal rig, which can carry over 3500 implementation of the Safety Management System (SMS). square meters of sail area evenly distributed over her carbon Panamax masts. The full Read the report in full at https://bit.ly/2CA68MD. sail area is controlled by 34 winches from sailing system integrator Rondal. The largest winches for the world’s largest aluminium sailing yacht – for the yankee, staysail sheets and mizzen sheet runners – are capable of a tremendous 18 tons (18000 kg) pulling load.

“It may look like a contemporary modern sailing yacht now but in 50 years’ time it will be a classic,” said Dykstra Naval Architects, which was responsible for the naval architecture, as well as working with Mark Whiteley Design on the exterior styling.

10 | The Report • September 2020 • Issue 93 Marine News

Biofouling industry partnership launched by IMO

The UN-led GloFouling partnership has launched a new alliance with a group of fouling control companies to accelerate the development of hull fouling solutions. Four companies have become the founding members of the new biofouling initiative: hull cleaning service providers CleanSubSea, ECOsubsea and HullWiper and sonic antifouling system manufacturer Sonihull. IMO expects that more companies will join the program. Marshall Islands Yacht Code set for The four firms in the new Global Industry Alliance for revision in 2021 Marine Biosafety (GIA) will work with the GloFouling Partnerships Project – a joint initiative between the An initiative to update and amend the Global Environment Facility (GEF), the United Nations Republic of the Marshall Islands Yacht Code Development Programme (UNDP) and IMO – in order to is currently in progress with the launch of promote biofouling control solutions. the new revised edition anticipated for the second half of 2021. The revision work is “This alliance is about the collective pioneering efforts by taking input from across the Registry’s global all maritime industries in undertaking the fight against specialist teams, as well as external experts. invasive species and all the creativity and innovations that are being brought to the table to develop technological “We hope that these amendments to the solutions. Forging such an alliance among the current four Code will make it more practical than ever founding partners lays the foundations of a potentially before for owners and yards to choose the very large global partnership among maritime industry Marshall Islands as a building standard,” says players,” said Jose Matheickal, head of IMO’s Department Marc Verburg, fleet operations manager for Partnerships and Projects. yachts for International Registries Inc (IRI) and its affiliates, who is leading the Code revision. “Under this new initiative, these industry champions, from different sectors, are coming together to address common The newly formed Yacht Technical challenges and move towards a more sustainable use of Working Group (YTWG), which includes ocean resources,” said IMO Secretary-General Kitack Lim. representatives from classification societies, yacht managers, naval architects, surveyors, The cause is important: biofouling can lead to the maritime safety consultants, and aviation introduction of potentially invasive species to new experts from around the world, is focused on environments, where they may threaten native species. updating the Marshall Islands Yacht Code to Once established in a new ecosystem, invasive species are reflect changes in today’s yacht market, such extremely difficult – if not impossible – to eradicate, and as helicopter landing areas, structural fire they often result in significant economic harm to fisheries protection measures for yachts under 500 GT, and shoreside industries. and lifesaving appliances.

Biofouling also increases slip, forcing ships to burn more The growing trend for helidecks on fuel to maintain speed. The new global alliance will larger yachts means that the approach to promote solutions that would contribute to a significant firefighting systems needs to be reviewed. reduction in the carbon footprint of the shipping industry. Currently, the rules are based on the UK Civil Aviation Authority’s CAP 437 guidance, which is aimed at offshore platforms. This is not always a practical solution for yachts, and so a goal-based standard is being reviewed.

The Marshall Islands Yacht Code has long been designed to address the practical issues faced by builders, managers, and owners alike; it last had a major update in 2015. For many builders of large yachts, the appeal of the RMI lies in the differentiation in the standards for yachts capable of carrying more than 12 guests.

The Report • September 2020 • Issue 93 | 11 Unacceptable levels of barnacle fouling found in over 40% of ships reveals I-Tech whitepaper

More than 40% of vessels were suffering from over 10% hard fouling coverage on the hull even before the idling of fleets caused by COVID-19. This is one of the key findings of hull fouling collection data in a study commissioned by I-Tech AB, the results of which Scrubber coatings as important are set out in a white paper entitled ‘Quantifying the as quality material of scrubber scale of the barnacle fouling problem on the global components to prevent corrosion shipping fleet’. Corrosion has emerged as the arch-enemy of I-Tech contracted independent marine coating the exhaust gas cleaning systems as the uptake Marine News consultants, Safinah Group, to analyse underwater of the technology rose with the entrance into hull barnacle fouling conditions on a sample of force of the IMO 2020 sulphur cap. Like with any 249 ships which drydocked over a four-year period new technology, scrubber maintenance and between 2015-2019. The sample included all major operation has been a learning curve for ship ship types covering a range of trading activity and it owners and operators, especially in the context transpired that nearly every vessel surveyed had some of preventing failures of the technology and degree of underwater hull hard barnacle fouling. reducing downtime.

On 44% of vessels surveyed, over 10% of the “Corrosion mainly happens on the overboard underwater hull surface was covered with hard pipes, the last piece from GRE piping and fouling. According to experts, anything more than connection to shell plating of the hull, especially 10% coverage is deemed to cause an ‘unacceptable’ near the connections and welding seams, and the impact on vessel performance. On many of the area on the external hull around the overboard vessels surveyed, fouling levels were even worse; pipe outlet,” said Manuel Hof, Sales & Production approximately 15% of vessels had between 10- Executive, NACE Coating Inspector Level 2 at 20% of hard fouling coverage on the hull, 10% of Subsea Industries. vessels had 20-30% of hard fouling coverage and the remaining 10% of vessels had between 40-80% of “These areas will need to be protected against hard fouling coverage. acid-containing water (highly corrosive sulphuric acid) coming from the exhaust gas cleaning Barnacle fouling can only occur when a vessel is system. Traditional coatings applied inside the static for a few weeks in coastal waters. Since this overboard pipes and on scrubber outlet areas data analysis was carried out before the COVID-19 are in most cases not chemically resistant. In that pandemic, I-Tech believes it is inevitable that in recent case, the coating will degrade, the steel will be months, the extent of barnacle fouling coverage affected and corrode. This can result in water across the global fleet will have increased significantly. ingress in the engine room, ballast tanks and cargo holds.” “With up to 5% of underwater hull fouling coverage being seen as good and up to 10% being considered “Scrubbers that are scheduled to be installed will acceptable, the findings that 44% of vessels having still need to be completed. Now we see quite a more than 10% hull fouling is troubling, even more lot of issues from scrubbers installed last year so when we consider the impact of long idle periods,” with corrosion and leakage problems. Protection Markus Hoffmann, Technical Director of I-Tech AB said. systems are failing after a few months in service. We have been involved in repairs where it was Read the whitepaper at https://bit.ly/2WJIPXA. required to replace overboard pipes of the vessel while still in the water,” he added.

“Material selection is also important. That is why scrubbers are made of special materials and most of the piping made of GRE/GRP. The last part of the overboard pipe and area of the hull will be in steel. Protection on those areas is very important, if not vital. To apply the correct coating system is essential and should not be tampered with,” he added.

12 | The Report • September 2020 • Issue 93 Marine News

Declining trend in the number of containers lost at sea reveals World Shipping Council survey

The global container shipping industry continues to see a declining trend in the number Underwater examination and survey key requirements of containers lost at sea each outlined by RMI Ship Registry year. The World Shipping Council has published its latest The Marshall Islands Ship Registry has issued a revised marine notice survey giving its best estimate to outline the procedures and circumstances by which the underwater on the number of actual examination/survey of a passenger ship’s hull by divers in lieu of containers lost at sea. drydocking may be permitted.

World Shipping Council Underwater Examination (UWE) is the inspection of the outside of the undertook the first survey ship’s bottom while afloat as part of the Passenger Ship Safety Renewal of its member companies in survey while Underwater Survey (UWS) is the inspection of the outside 2011 with subsequent updates of the ship’s bottom while afloat in lieu of a dry-docking, including published in 2014 and 2017. measurements of shaft and rudder bearing clearances, as applicable. Having reviewed the evidence over the twelve-year period The Harmonized System of Survey and Certification (HSSC) Guidelines surveyed, the survey shows Resolution A.1140(31) specifies that a passenger ship’s bottom inspection an estimate that there were as required by SOLAS regulation I/7 should be carried out annually, on average a total of 1,382 with two inspections in dry-dock in any five-year period. However, this containers lost each year. minimum number of inspections in dry-dock on the outside of the bottom of a passenger ship may be reduced from two to one by allowing The conclusion after twelve an in-water survey in lieu of bottom inspection in dry-dock. International years is that more than half Maritime Organization (IMO) Circular MSC.1/Circ.1348 has guidelines for of all containers lost can be performing an in-water survey in lieu of a dry-dock examination. attributed to the limited number of high profile General Procedures disasters, including MOL The operator of the ship must make the request to perform an Comfort (4,293 lost), SS El Faro underwater examination in lieu of drydocking directly to the Recognized (517 containers lost) and MV Organization (RO) issuing the Passenger Ship Safety certificate on behalf Rena (900 lost). For the three of the Administrator. year period ending in 2019, the average number of containers The request must contain, as a minimum: lost annually fell to 779. – the proposed schedule and location when the ship will be available for inspection; “The industry is encouraged – a statement in writing from the Master confirming that the ship has by the declining trend line not sustained any grounding or contact damage since the previous indicated in the latest report bottom inspection; and and continues to work on – proof of implementation of a comprehensive maintenance regime solutions that will bring the based upon a five year cycle in accordance with MSC.1/Circ.1348, number of containers lost Guidelines for the Assessment of Technical Provisions for the each year to as close to zero Performance of an In-Water Survey in Lieu of Bottom Inspection in as possible,” said John Butler, Dry Dock. World Shipping Council President and CEO. What applies to all passenger ships The Administrator recognizes the examination of passenger ships in dry- dock at least twice during any five (5) year period, to coincide with the survey guidelines provided in IMO Resolution A.1140(31). Underwater examinations are to be requested for the three remaining passenger ship safety renewal surveys in accordance with the procedures outlined above.

The interval between the dry-dock surveys must not exceed three years. Therefore, the first bottom survey in dry-dock during any five year period must be scheduled during the second or third year of the five year cycle.

The Report • September 2020 • Issue 93 | 13 White paper by National Cargo Bureau calls for a new approach to address container fires

A white paper published by the National Cargo Bureau calls for urgent reform to stem the increasing number of container related incidents caused by poorly stowed, undeclared or misdeclared dangerous cargoes. This follows a recent inspection initiative that revealed an alarming number of containers with misdeclared dangerous cargoes that represent a serious safety risk.

Consequently, the National Cargo Bureau, Marine News the US inspection body for Dangerous Goods regulations, is calling for industry to adopt a comprehensive, holistic and coordinated approach to address this worrying trend. The inspection initiative also showed that 55% of containers were non-compliant with 43% failing to secure Geo Therm Ltd picks up LR dangerous goods correctly within the container and ABS accreditation itself. Approximately 6.5% of containers carrying dangerous cargoes had been misdeclared. Throughout the Covid-19 pandemic lockdown the team behind Geo Therm Ltd has actively sought to It has been reported that, on average, a gain the coveted Lloyds Register (LR) and American containership suffers a major fire every 60 Bureau of Shipping (ABS) approved service supplier days. However, in 2019, there were nine status, bolstering its existing ISO 9001:2015, FPAL and major containership fires, suggesting that the Safe Contractor accreditations. frequency of incidents is increasing. With more containers being carried and containerships With the team was in lockdown, audit allocation getting bigger, risks are increasing in number, and rechecking was undertaken online, ensuring all value and concentration. systems documents were current, fit for purpose and error free, while the actual LR and ABS audits being Reasons may include: undertaken at Geo Therm Ltd’s premises in Reydon, – the difficulty of supply chain stakeholders Suffolk and the external auditors assessing equipment, complying with a myriad of regulations; certification, ISO quality document, procedures, – a poor understanding of what constitutes training documentation, including equipment a dangerous cargo and what is required demonstrations much to the delight of their host to transport it; company MD Tony Dale, (an IIMS Full member), – the increasing complexity of multi-modal extolling the virtues of each system albeit at a two supply chains; carriers and ports restricting metre distance. or refusing to move or receive certain dangerous cargoes; With the successful LR service approval occurring – varied internal company challenges; and in late February and the ABS recognised specialist – the continuing threat of bad actors. accreditation occurring in late June, Geo Therm Ltd is now able to employ its latest raft of non-invasive Hence, the National Cargo Bureau white paper inspection technologies to identify vessel deficiencies specifically details 12 recommendations to ensure that, if left unchecked, can lead to electrical a safety culture for dangerous goods. These can be breakdowns, engine room fires and watertight read in full in the white paper pdf at integrity loss at hatch and door enclosures. https://bit.ly/3faUpm2. With LR and ABS approval, Geo Therm Ltd management confirms its continual professional service commitment in supporting its clients offshore drilling rigs, service operation vessels (SOV) and wind turbine jack-up barges, whenever and wherever commissioning, warranty or preventative maintenance needs are required, including Class approval.

14 | The Report • September 2020 • Issue 93 Marine News

Allianz Safety and Shipping Review 2020 published

The 2020 Allianz Safety and Shipping Review has been published and reveals an improving picture. Given the global shipping industry is responsible for transporting as much as 90% of world trade, the safety of its vessels is critical. The sector saw the number of reported total shipping losses of over 100GT decline again during 2019 to 41 – the lowest total this century and a close to 70% fall over 10 years. Improved ship design and technology, stepped-up regulation and risk management advances such as more robust safety management systems and procedures on vessels are some of the factors behind the long-term improvement in losses.

The Review reveals losses declined by almost a quarter year-on-year from 53 in 2018, although late reported losses may increase the 2019 total further in future. Bad weather was reported as a factor in one in five losses. The 2019 loss year represents a significant improvement on the rolling 10- year average of 95 – down by over 50%. MAIB to carry out The South China, Indochina, Indonesia and Philippines maritime region investigations for remains the main loss hotspot, accounting for almost 30% of losses over Very Serious Marine the past year with 12 vessels. These waters are also the major loss location Casualties for ships of the past 10 years, driven by factors including high levels of local and registered with the Reg international trade, congested ports and busy shipping lanes, older fleets, Category 1 registries exposure to typhoons and ongoing safety problems on some domestic ferry routes. However, the number of losses in this region has declined for The Memorandum of the second successive year. The Gulf of Mexico (4) and the West African Understanding (MOU) is Coast (3) – neither of which featured in the top 10 loss regions last year – established between the rank as the second and third most frequent loss locations. MAIB and, collectively, the Category 1 REG Marine Cargo vessels (15) accounted for more than a third of all total losses during Administrations of Bermuda, 2019 with the majority occurring in South East Asian waters. The number the Cayman Islands, the Isle of losses involving ro-ro vessels (3) increased year-on-year. Foundering of Man and Gibraltar. is the most frequent cause of loss of all vessels, accounting for three in four during 2019. Contributing factors included bad weather, flooding In order to discharge and water ingress, engine trouble and vessels capsizing. Fire/explosion obligations under the continues to be a significant problem on board vessels, resulting in five Casualty Investigation Code total losses during 2019. (set out by the International Maritime Organization, While total losses declined significantly over the past year, the number adopted under resolution of reported shipping casualties or incidents actually increased by 5% to MSC.255(84)), MAIB has 2,815. There were over 1,000 cases of machinery damage/failure (1,044) agreed that it will carry – already the top cause of shipping incidents over the past decade – out investigations for Very accounting for more than one third of all incidents reported in 2019. Serious Marine Casualties Incidents on passenger vessels and ro-ros increased. The British Isles, North involving ships registered Sea, English Channel and Bay of Biscay maritime region replaced the East with the Category 1 REG Mediterranean to become the main incident hotspot for the first time since Marine Administrations. 2011, accounting for one in five incidents (605). These investigations will be carried out on behalf of Read the Reviews at https://bit.ly/2BqCyZG. the Category 1 REG Marine Administration, and so the procedure for investigations set out in the legislation in force in the REG Marine Administration’s territory will apply. This MOU assumes that all parties’ operations will be co-operative and in full compliance with the Code.

The Report • September 2020 • Issue 93 | 15 REPORT bites

Dutch Safety Board report: Lessons learned after An initiative to update and amend the loss of containers from MSC Zoe Republic of the Marshall Islands Yacht Code (RMIYC) is currently in progress with the The Dutch Safety Board has published an investigation report launch of the new revised edition anticipated into the loss of containers from the MSC Zoe in 2019, sharing for the second half of 2021. valuable lessons learned on the shipping routes that pass the Wadden Islands to the north of the Netherlands. The report The Ports, Customs and Free Zone stressed that minimizing the risks of container loss in the area Corporation in cooperation with Dubai requires an integrated approach by the container shipping Maritime City Authority have launched sector, the IMO and the Dutch government. the Marine Agency to oversee wooden Safety Briefings dhow ships and regulate all their Probable causes activities while they are in Dubai waters. The extreme forces acting on the ship, the containers and the lashing systems as a result of specific conditions on this shipping route were the primary cause of the loss of containers. Cockwells Modern & Classic Boatbuilding has restored a Findings on shipping routes historic WWII vessel which helped Above the Wadden Islands there are two internationally designated rescue more than 336,000 allied shipping routes, a northern and a southern route. The investigation by soldiers trapped in France. the Dutch Safety Board has revealed that a combination of a number of phenomena means that on both the southern and northern shipping routes, there is a risk of loss of containers. A Belfast consortium led by Artemis Technologies, a spin-off from the America’s Cup sailing team, In storm-force northwesterly wind, vessels are confronted with high Artemis Racing, has won a £33m UK athwartships waves. As a consequence, large, wide container ships government grant to develop zero make extreme rolling movements. On the relatively shallow southern emissions ferries. shipping route, there is also a risk of seabed contact (grounding) due to the combination of vertical and horizontal ship movements. Waves can slam against the ship, and seawater travelling at high speed along the Corrosion has emerged as the arch- side of the ship can be forced upwards against the containers. These enemy of the exhaust gas cleaning phenomena, individually and in combination, cause extreme forces to systems as the uptake of the act on the ship, the containers and the lashing systems used to retain technology rose with the entrance into the containers. As a consequence, containers can break free and be force of the IMO 2020 sulphur cap. washed overboard.

Maritime technology startups are set to benefit from a SGD50m fund Conclusions via SEEDS Capital, the investment – For container ships, no specific guidelines or requirements are imposed on the choice of arm of Enterprise Singapore, and northern or southern shipping route above the Wadden Islands. Managing the risks of loss six co-investment partners. This of containers on the shipping routes above the Wadden Islands currently depends on the latest initiative by SEEDS Capital situational decision-making on the ship if risks actually arise. This is a vulnerable situation, aims to drive the growth of the given that the crew has no insight in the forces and accelerations acting on containers. Also maritime sector through technology and innovation. information on wave periods and wave direction is lacking in NAVTEX-messages, which is essential information for the purpose of assessing risks as a result of roll motion. – In managing the risks on the shipping routes above the Wadden Islands, the shipping sector The 2019 USCG Flag State Control has not yet established any link between the undesirability of damage to nature values (in Domestic Annual Report shows that particular the Wadden area) and the polluting consequences of the loss of containers. compared to 2018 the number of vessel – The development of ever larger container ships is leading to a greater risk of loss of containers inspections increased by 1,423 and the both in terms of probability and scale of the effects of such an incident. The economies of scale average number of deficiencies identified towards ever larger container ships have not resulted in a revised inventory or evaluation of per inspection increased from 1.26 to 1.48. the risks of loss of containers from these ships.

The COVID-19 crisis has painfully demonstrated the heterogeneous Read the full report at https://bit.ly/3faIRio. landscape that currently exists across ports worldwide.

16 | The Report • September 2020 • Issue 93 Safety Briefings

SMS not adhered to – investigation of capsized tug finds

The Transportation Safety Board of Canada has published an investigation report into the capsizing of a tug, revealing that the vessel did not operate under a Safety Management System (SMS), and the crew did not have procedures for identifying or mitigating hazards.

On October 1, 2019, Seaspan ULC deployed the tug Sheena M to tow the loaded wood-chip barge Seaspan 566 from Terminal Forest Products’ facility in Langdale, BC, to Howe Sound Pulp and Paper Mills in Port Mellon, BC. At approximately 1237, nventory of Hazardous Materials the tug along with the barge departed the Terminal Forest compliance - new guide published Products facility at a speed of approximately 2 knots and by UK P&I Club proceeded about 180 m into the channel. Soon after exiting through the terminal’s safety gate, which consisted of 2 can The UK P&I Club has published a guide buoys, the master made a port turn to head north towards for ship-owners to ensure compliance Port Mellon. However, the barge did not respond to the course with the Inventory of Hazardous Materials alteration and the tug began to be girded by the barge and legislation. The guide addresses the heeled to starboard. The master slowed the speed of the tug, technical aspects, important concepts, and the tug righted itself. processes and requirements of the Inventory of Hazardous Materials, aiming Some moments later, the tug heeled to starboard again, to assist Members in ensuring compliance further this time, and water was observed on the starboard with the existing regulations and reduce aft deck. The deckhand, who was wearing a personal the likelihood of reputational risks. flotation device, was with the master in the wheelhouse. The tug continued heeling to starboard, and water began Over the last decade international and entering the wheelhouse rapidly through the starboard-side regional ship recycling legislation has been door, which was secured open with a hook. adopted, some of which is already in force. The IMO Hong Kong Convention and the The Safety Board highlights that: European Union Ship Recycling Regulation The principal objective of an SMS on board a vessel is to are two key pieces of such legislation. ensure safety at sea, prevent human injury or loss of life, and A cornerstone in both the Hong Kong avoid damage to property and the environment. Convention and the EU Ship Recycling Regulation is the Inventory of Hazardous It is stated that the Sheena M did not operate under an SMS, Materials. The code is an important tool nor was it required to by regulation. However, procedures when the vessel has reached the end of for the safe operation of the vessel and for dealing with its useful life and the recycling operation emergencies (such as girding) were still required by the Canada is being planned. It is used when a ship Shipping Act, 2001Footnote5 and relevant regulations and recycling plan is compiled, to ensure guidelines were applicable to the Sheena M as well. minimal environmental impact and safe working conditions in the recycling or In addition, the crew of the Sheena M did not have scrapping yard. procedures for identifying or mitigating hazards such as girding. An SMS would assist owners and masters involved Stuart Edmonston, Loss Prevention in towing operations to identify and manage risks such as Director at UK P&I Club, says: “This guide girding through education, training, and the implementation is a valuable asset for ship-owners and is of procedures. designed to inform and raise awareness of the critical issues around the current Read the report in full at https://bit.ly/2AHzp7q. ship recycling legislation. It’s vital to comply with the Inventory of Hazardous Materials, and failure to do so can lead to costly litigation, both from a financial and reputational perspective for all involved.”

Read the guide in full at https://bit.ly/3f8FQ2e.

The Report • September 2020 • Issue 93 | 17 REPORT NTSB investigation identifies lack of a towing safety management system

The National Transportation Safety Board has published an bites investigation report into an incident when a crane barge U1510, pushed by the towing vessel Goose Creek, made contact with overhead powerlines on the Elizabeth River A new German-US company, Voltaire in June 2019. The report has highlighted poor company Electric Yachts, has announced its oversight and the lack of a towing safety management system. official start of operations with the launch of its first-ever model, a 9.9m Probable cause all-electric power catamaran. The National Transportation Safety Board determines that The world’s biggest container ship, the probable cause of the contact of the towing vessel Goose HMM Algeciras, which is around the Creek’s tow, crane barge U1510, with the overhead powerlines same size as four football pitches, was the tow’s captain not identifying the risk of raising the arrived in the UK in June via boom as the tow approached the powerlines due to the lack Germany and the Netherlands for the of company oversight, demonstrated by the company not

first time. The vessel is so large Safety Briefings that its arrival had to be modelled implementing a towing safety management system or hiring a on a simulator to ensure it could properly qualified mariner to operate the vessel. be carried out safely. The company did not have any written procedures or policies regarding voyage planning or the consideration of the tow’s maximum air draft in conjunction with the vertical clearance of overhead obstacles. Planning The 23,964 TEU containership HMM and preparation before a tow commences is critically important, Algeciras is the largest ever built, recently launched for South Korean shipping company including the identification of charted vertical clearance along the route HMM at the Daewoo Shipbuilding and Marine and adherence to operational limits. Engineering shipyard in Geoje, Korea. In addition, although the company did not have voyage planning procedures or policies, the captain stated that he held a pre-transit Trinidad &Tobago (TT) is preparing for a “surge” of superyachts, causing its discussion. However, this discussion proved to be ineffective, since Attorney General (AG) to amend local the captain, superintendent, and crane operator were aware of the legislation aimed at easing entry while powerlines but did not take appropriate steps to prevent encroachment, protecting the island nation. including setting a maximum vertical height for the crane when passing under the powerlines prior to the voyage with all involved personnel.

Had the company established a towing safety management system that The New Zealand Marine & Composites included voyage planning with requirements for calculating a tow’s air Industry Training Organisation has draft and identifying all operational restrictions along the route, the announced the establishment of a new training academy to ensure that the NZ crew would have been less likely to raise the boom while transiting. workforce is prepared for an expected surge Under 46 CFR Subchapter M, the movement of a towing vessel and its in demand from the country’s boatbuilders. tow must be under the direction and control of a properly qualified captain, mate, or pilot at all times.

International non-governmental Read the full report at https://bit.ly/38xeJvi. organisation, IMRF has recently launched a forum to gather information on post traumatic stress disorder (PTSD) which it believes is too often unrecognised among maritime SAR professionals.

European Union maritime policy expert Vassilios Demetriades, has become Cyprus’ new cabinet member in charge of shipping, after a government reshuffle.

The UK’s Fairline Yachts has announced that the RiverRock European Opportunities Fund II has acquired a majority stake in the business.

18 | The Report • September 2020 • Issue 93 Safety Briefings

USCG safety alert to address electrical installations knowledge gap issued

The United States Coast Guard (USCG) has issued a Safety Alert to emphasize the importance of properly installed and maintained listed or certified safe electrical equipment in hazardous areas in order to reduce the risk of fire or explosion onboard vessels. Publication follows an increasing number of instances by the Coast Guard where there was a lack of knowledge regarding the installation, training, maintenance and inspection of these certified systems. Loss of cargo containers overboard from PSC Officers (PSCOs) have found certified safe container ship Ever Smart report published equipment improperly installed or identified by MAIB missing components, which compromises the certification of the system and nullifies this critical On 30 October 2017, the UK registered container ship protection in a flammable environment. In other Ever Smart suffered a container stow collapse while cases, PSCOs found degraded components and on passage between Taipei, Taiwan and Los Angeles, evidence of equipment not being maintained or USA. The master had changed the ship’s passage inspected. Additionally, USCG personnel nationwide plan to avoid severe weather caused by a developing have discovered instances where individuals depression east of Japan. The ship continued in heavy responsible for the installation, maintenance, seas; rolling and pitching heavily with frequent bow and oversight of this equipment onboard foreign flare slamming. Once the weather had abated, the and domestic vessels were unfamiliar with the crew discovered that the container stacks on the aft appropriate standards to follow. most bay had collapsed and toppled to port. Of the 151 containers in the stow, 42 were lost overboard While hazardous area design standards are and 34 were damaged. Superficial damage was included in 46 CFR Subchapter J, the requirements caused to the ship. for proper training, inspection and maintenance are not explicitly provided. Furthermore, Safety issues requirements for these operational aspects of - the loss of the containers most likely occurred during a period of ensuring hazardous area electrical safety and heavy pitching and hull vibration in the early morning of 30 October; system integrity are more robustly covered in - combination of factors resulted in a loss of integrity for the whole the IEC standards than they are in some of the deck cargo bay; in particular, the containers were not stowed or corresponding national standards. secured in accordance with the cargo securing manual; - the container lashings might not have been secured correctly USCG strongly recommends that owners, operators, shipboard personnel, marine surveyors Safety recommendations and service providers: Recommendations (2020/125, 2020/126 and 2020/127) – Familiarize themselves with additional IEC standards that are have been made to Evergreen Marine Corp. (Taiwan) called out by IEC 60092- 502:1999 and in particular IEC 60079-14, Ltd to improve standards of stowage plans produced 60079-17, and IEC 60079-19 as it relates to the proper training, ashore, knowledge of the dangers of bow flare inspection, maintenance, and documentation of electrical slamming and lashing gear maintenance management. equipment installed in hazardous areas to ensure that no potential ignition source is present in hazardous areas aboard tank vessels, gas Read the report and annexes in full at carriers and vessels using gases or other low flashpoint fuels. https://bit.ly/30Aar2v. – Ensure proper training for operators and persons with executive functions conducted to a standard not inferior to the IEC at all appropriate levels. – Implement an appropriate periodic inspection and maintenance program by competent personnel. – Ensure that any repairs should be made by a competent technician or repair facility. When in doubt, a representative of the equipment manufacturer should be consulted. Any modifications to existing systems must be discussed with and approved by the appropriate regulatory authority (i.e., USCG, flag administration, or vessel classification society).

The Report • September 2020 • Issue 93 | 19 REPORT bites

The port of Rotterdam was able to celebrate a first recently: the Seed cake carriage in containers – updated aerial delivery by drone of a parts guidelines published consignment to Allseas’ ‘Pioneering Spirit’, the biggest vessel in the world. The International Group of P&I Clubs and CINS, the Cargo Incident Notification System, has jointly published guidelines It has been reported that, on average, a containership suffers a major fire for the carriage of seed cake in containers. every 60 days. However, in 2019, there were nine major containership The carriage of these cargoes continues to cause confusion and the potential for mis-declaration remains high with the fires, suggesting that the frequency Safety Briefings of incidents is increasing. consequent risk of fire on board container ships. Seed cake is the term used for pulp, cake, pellets, expellers or other cargo where oil has been removed from oil-bearing seeds, cereals In 2019, the international liner or commodities with similar properties, including all such types of seed meal. It is principally used as an ingredient in animal feeds. shipping industry transported approximately 226 million The guidelines provide advice about container selection, packing and containers, with cargo transported stowage on board ship. valued at more than $4 trillion.

The pace of uptake for remote maritime For seed cake carried in packaged form, the packaging of cargo within surveys may be challenged by a lack of the container should be in accordance with the requirements of Chapter industry standardisation and awareness, 4.1 of the IMDG Code. and Singapore is looking to address this challenge by launching an open call for a It should be noted that there is some confusion between ‘bulk Joint Industry Project. shipments’ and shipments that use ‘bulk containers’. In case of shipment of seed cake carried in bulk in closed bulk containers, the IMDG Code applies on the basis that such are packaged goods, BK2, under Chapter “Our outboard engines business has been 4.3. The IMSBC Code is not applicable to such shipments. greatly impacted by COVID-19, obliging us to discontinue production of Evinrude outboard Under Special Packing Provision PP20, any sift-proof, tear-proof motors immediately,” said José Boisjoli, receptacle may be used for seed cake UN 1386 and UN 2217. For seed President and CEO of BRP. cake UN 1386 or UN 2217 carried in bulk in closed bulk containers, the containers should be suitably lined to prevent spillage. Two of the world’s largest cruise operators insist their ships are Inspection of containers prior to carriage no more vulnerable to the spread of COVID-19 than other public It is recommended that, prior to carriage, carriers satisfy themselves by places. No, I don’t believe” that, means of a photo story or container inspection, for example, that the said Frank Del Rio, the CEO of cargo has been packed and secured with a method that allows proper Norwegian. Richard Fain, head of ventilation and safe transportation. Royal Caribbean said, “I think done correctly a cruise ship can be among the safest places on Earth.” Ship loading It shall be transported in compliance with the stowage and segregation requirements set out in the IMDG Code. These requirements vary in detail for seed cake presented for shipment under UN 1386(a), UN New Zealand based Southern Spars has joined forces with Magma Structures in 1386(b) or UN 2217. In all cases containers of such cargo should be the UK to deliver a new generation of protected from sources of heat and kept dry. DynaRigs. This is a new chapter for the innovative rig solution and aims at making These guidelines recommend to stow containers of seed cake on deck the efficient, safe, and high-performance rig only where they are accessible to allow fire fighting procedures to be more accessible. carried out.

At its 2020 Annual Meeting, the Nautical Read the guidelines in full at https://bit.ly/2Z5JZya. Institute elected Jillian Carson-Jackson as its new President, succeeding Capt. Nick Nash.

20 | The Report • September 2020 • Issue 93 Safety Briefings

APL England lost 40 containers in rough seas – initial inspection reveals serious defects

A preliminary inspection of cargo ship APL England, which lost 40 containers in rough seas, has discovered a major defect and serious concerns with how the load was secured. Australia Maritime Safety Report issued by MAIB into the fatal capsize of Authority (AMSA) inspectors found lashing fishing vessel Anna-Marie II arrangements were inadequate and securing points on the deck of the ship were At about 1550 on 23 September 2019, the 6.2m fishing heavily corroded. vessel, Anna-Marie II, capsized as it entered the mouth of the Brora river while returning from its fishing grounds. The ASMA general manager of operations, Allan vessel broached and was capsized in unusually high waves, Schwartz, says the inspection is continuing resulting in both its skipper and crewman entering the but the findings so far are in breach of water. Neither was wearing a personal flotation device; the maritime safety regulations. He says the ship crewman managed to swim ashore but unfortunately the has been detained at the Port of Brisbane. skipper drowned. “The detention will not be lifted until these Our investigation determined that the skipper struck his serious deficiencies are rectified. That is head during the capsize, which may have affected his ability now a matter for the ship’s owner, American to swim. Had the skipper been wearing a lifejacket it would President Lines (APL), and operator to rectify,” have helped keep his head out of the water and might have he says. “These findings will form part of increased his likelihood of survival. AMSA’s ongoing investigation and, while we do not want to pre-empt the outcomes of Read the report in full at https://bit.ly/2X0tOkD. that investigation, it is already clear that the risk of this container loss occurring could have been reduced.”

Schwartz said the ship’s owner and its Swedish Club reports insurer, Steamship Mutual, should take a rescue boat drill responsibility for remediating any impacts ending with injuries due of this incident. to a lack of SMS manual

Some 40 containers went overboard when The Swedish Club has the ship struck rough seas, while about 70 highlighted an incident in other containers were displaced, forcing the its safety bulletin about the vessel, which was en route from China to bizarre case of a vessel that Melbourne, to dock in Brisbane. conducted a rescue boat drill resulting in an incident as the company had no specific instructions in the training manual, ANL, the operator of APL England, says it is SMS, PMS as to how the rescue boat should be launched. cooperating with all investigators while a clean-up operation is underway and none The vessel concerned was in port and the Master wanted of the containers that fell into the ocean to conduct a rescue boat drill as none had been completed contained dangerous cargo. since the vessel was delivered a month earlier. According to the report, the weather was favourable and the harbour authority had given the vessel clearance to launch and maneuver the rescue boat in the harbour.

Those involved in conducting the drill were the chief officer, bosun, oiler and third engineer. The chief officer was in charge of organising the drill. He had joined the vessel in the shipyard about two months before delivery. During that time he had watched the shipyard complete a rescue boat drill but had not been involved himself.

Read the article in full at https://bit.ly/2O1Smoh.

The Report • September 2020 • Issue 93 | 21 REPORT TAIC investigation report released into crew fatally struck while securing logs

New Zealand’s Transport Accident Investigation Committee bites (TAIC) has published an investigation report on the crew fatality during cargo-securing operations onboard the bulk log carrier Coresky OL, while at Eastland Port, Gisborne, in The target of 50% of all bills of April 2019. lading to be electronic within the next decade has been set by the Digital The chief officer was operating a crane, which was being used Container Shipping Association. to tension the wiggle wire. Both able-bodied seamen were standing close to the wire to monitor its tension, when the Yanmar Holdings and its subsidiary boatswain signalled to the chief officer to stop heaving on Yanmar Power Technology are to the crane’s lifting wire. develop a hydrogen fuel cell system for marine applications based on vehicle fuel cell technology. As the heaving stopped, a wire parted and caused the securing equipment to recoil towards the able-bodied Safety Briefings seamen. One of the able-bodied seamen was struck by part of the securing equipment and later died. UK waterways charity Canal & River Trust is calling on people across England Probable causes & Wales to help stop half a million – The crew did not identify the hazards associated with wires under tension and had not pieces of plastic reaching the ocean by implemented mitigation measures prior to undertaking the operation. taking its Plastics Challenge. – Additionally, the load being applied by the crane, combined with the configuration of the “Autonomous ships combined with blocks used to tension the securing wires, was sufficient to part the foot wire. port automation is the one of the – Turnbuckles were not rigged between the wiggle wire and foot wires, which meant that the keys to our future waterborne crane was used to tension the wiggle wire. This required both able-bodied seamen, whose transport systems”, said Ørnulf Jan role it was to monitor the tension being applied, to be in a hazardous area close to a wire Rødseth, Secretary, International under tension. Network for Autonomous Ships. Meanwhile, the operator’s safety management system did not include a safety assessment of cargo-securing operations. As a result, no information on the hazards associated with wires under tension was available to the A drone has successfully inspected a 19.4 crew, and the cargo securing manual did not provide guidance on a safe meter high oil tank on board a Floating system of work for cargo-securing operations on the vessel. Production, Storage and Offloading vessel. The video shot by the drone was interpreted Recommendations in real-time by an algorithm to detect As a result of the investigation, TAIC recommended that Shih Wei cracks in the structure. Navigation Company Limited (Taiwan) carry out a comprehensive safety USCG has issued a Safety Alert assessment of vessels engaged in carrying and securing deck log cargo. to emphasize the importance of The assessment should result in appropriate procedures and guidance properly installed and maintained being contained in the safety management system and ensure that a certified safe electrical equipment safe system of work is established. in hazardous areas due to evidence emerging of a lack of knowledge regarding the installation, Read the report in full at https://bit.ly/38xfch5. training, maintenance and inspection of such systems.

“Our mission is to be the world leader in innovative maritime sensor products that enhance the safety and security of shipping and all manner of offshore activity,” says Ladar Ltd (LDR) principal Sverre Dokken.

Researchers have purified salt water into drinkable water using a combination of metal compounds and sunlight, a breakthrough that could hold significant implications for the provision of safe water for millions of people.

22 | The Report • September 2020 • Issue 93 Member News

Recent new IIMS members Are you interested in representing IIMS on the BSI committee? Full members Shirodkar Shankar MIIMS India For many years, IIMS was represented on the SME/32 ‘Ships Lorenzo Timpanaro MIIMS Italy and Marine Technology’ BSI (British Standards Institute) Ian Weaver MIIMS Australia committee by Peter Morgan, who has now retired. Are you Davide Lucignano MIIMS Italy interested in taking up this unpaid role, representing IIMS Kumar Paritosh MIIMS India and getting involved in the vitally important work? It is Nicolas Goh Shang Lian MIIMS Singapore described as ‘heavy committee’ work, so if this is not your Elbert Francke MIIMS Netherlands skill set, move on. Atul Mathur MIIMS USA Sajith Marakkar MIIMS UAE About BSI ‘Our purpose is to inspire trust for a more resilient world. Our Technician members solutions and services improve performance and support the Darin Kennedy TechIIMS Canada United Nations Sustainable Development Goals. At BSI, our Bruce Bambrick TechIIMS Singapore mission is to share knowledge, innovation and best practice to help people and organizations make excellence a habit. This is Corporate Supporting members underpinned by our role as the national standards body and RDS Distributors CorpSuppIIMS through our prestigious Royal Charter’.

Associate members What are standards? Neil Batcheler AssocIIMS Grenada Standards define best practice in many different areas. They are put together Chris Sutton AssocIIMS South Africa by groups of experts and come in a number of different kinds, from a set of Don Marshall AssocIIMS Croatia definitions to a series of strict rules. Scott Armstrong AssocIIMS USA Valeria Ribaldi AssocIIMS Italy Standards are agreed ways of doing something, written down as a set of precise criteria so they can be used as rules, guidelines or definitions. Affiliate members Vadimo Jurcuks AffilIIMS UK This is the situation the BSI committee wants to avoid: Mitesh Gulati AffilIIMS India ‘What bloody idiot wrote that? There is no way I can survey that as intended’. Andrea Pawlotzki AffilIIMS France Hakim Rchaibi AffilIIMS Morocco And this is the desired outcome: Adrian Priestman AffilIIMS UK ‘This is a meaningful standard that helps manufacturers meet the regulations Fergus O’Kelly AffilIIMS Ireland and is easy to survey and certificate during build and operation so that the Om Prakash AffilIIMS Kuwait owner can be confident in its performance’. Alain Gilbert AffilIIMS Canada Martin Willis AffilIIMS UK Members of the BSI committee attend and mirror regulatory developments Matthew Green AffilIIMS UK at IMO in real time and horizon scanning. As new regulations develop the Clifford Blaylock AffilIIMS UK committee assists ISO in developing the implementation tools that provide Philippe Grelon AffilIIMS Hong Kong the link between the regulation and the operation. The BSI committee does most of the items that Class Societies do not do and, ultimately this can Supporting members assist with keeping IIMS members up to date and understanding how new Dennis Burgess SuppIIMS Canada developments may influence them in the future. Sam Cottrell SuppIIMS UK ISO mainly develops manufacturing standards, but also systems and Graduate members inspection standards. The ability to understand how a product can be Tony Tufft GradIIMS UK built to be surveyed, from a life raft to a yacht to an oil tanker, is a very Roman Tkachenko GradIIMS Ukraine important perspective during the development of standards. And of Rutger Hofma GradIIMS Spain course, if that element is not represented during standards development, the end result is an item that cannot effectively be surveyed during IIMS congratulates the students who have completed manufacture and operation. their studies: The BSI Committee aims to meet two or three times a year and alternates IIMS Professional Qualification in between London and Southampton to facilitate MCA attendance. One Commercial Ship Marine Surveying presumes this is all online currently. Tony Tufft Roman Tkachenko This is not a paid role, but IIMS understands any out of pocket expenses incurred in performing the role will be met. IIMS Professional Qualification in Yacht and Small Craft Marine Surveying To express your interest in representing IIMS on the BSI committee, please Rutger Hofma email IIMS CEO, Mike Schwarz, at [email protected].

The Report • September 2020 • Issue 93 | 23 Member News

which are rotten, we need to apply for planning permission from the local borough council. Currently IIMS is in discussion with the conservation planning officer at Fareham Council to seek the necessary permissions.

The scope of proposed renovation works and repairs to be undertaken at Murrills House is, in brief, as follows:

- Re-bed all hips and ridges on the east sides slated roof and inspect all valleys for damage. - Any slipped and broken slates will be made good, replace all cracked and slipped clay tiles on the rear There’s plenty of building work to do at extension and repoint the ridge. Murrills House now the Institute owns - Re connect the rear down pipe to run down the roof the property and into the guttering. As the Institute has finally taken ownership in - Repair the cracks in the render on the front rounded recent weeks of Murrills House as its new flagship elevation of the property. headquarters, the work to restore this magnificent - Supply and fit an ACCO drainage system to the east Grade II listed, 500-year-old building to its former elevation along the tarmac footpath to take any glory will begin shortly. Completion on the deal took surface water away from the building. far longer than was anticipated, but the outcome marks something of a triumph for the Institute. IIMS - Repair cracked soffit where soffit brackets are fixed, is soon to make a significant financial investment in supply and fit 3 new vents to the extension soffits. essential maintenance and repair work which will - Supply and fit a 200mm layer of quilted loft only add to the value of this new asset. insulation to the 100mm of existing insulation. Spray all timbers in the loft with a wood boring Discussions have taken place with a local insect treatment and rot treatment, supply and fit construction firm and the scope of work has been 4x vented roof tiles. drawn up and agreed. The building survey threw up some key maintenance work that needs to be done - Box Sash windows to be manufactured in joinery with a degree of urgency, but nothing that was a grade softwood timber with Sapele hardwood major surprise to the team. Because the property is sill sections. All windows to match identical a Grade II listed building, it means for some items, appearance and design as originals 4mm clear such as replacement of the old wooden windows toughened glass face puttied into frames.

24 | The Report • September 2020 • Issue 93 Member News

West side elevation To supply and fit 7 no. box sash windows: 1600h x 1000w South entrance elevation To supply and fit 2 box sash windows to the first floor: 1600h x 1200w To supply and fit 2 box sash windows to the ground floor: 2100h x 2100w East side elevation To supply and fit 1box sash window to the ground floor: 1400h x 900w To supply and fit 1 bay window to the ground floor bay window: 2400h x 2400w x 600d A potted history and guide to Murrills House - Main entrance doors. Reuse original existing doors, but supply and fit new frame and make What we do know is that Murrills House started life good internal damage around door. as a tenant farm, part of a much larger estate in the area. Its origins can be traced back centuries and the Over the last year, as part of the Institute’s ‘Buy oldest part (beneath the current Accounts Office), a Brick’ campaign to raise funds, a number of is believed to date from the 1500s when cattle members have made donations towards the routinely lived in the house. Once it was purchased cost of the Murrills House renovations. A small from the Southwick estate, Murrills House owned plaque of recognition for each of those members in the region of 200 acres with land running down will be placed on the Board Room wall and work to the water and a large working pig farm. Looking is underway with that project. The Institute around at the urban sprawl today, that seems almost is incredibly grateful to those who have been impossible to imagine. Censuses have been viewed generous. Since that campaign ended, a number going back to the early 1800s, not long after the of members have asked if they can still donate. census first began in the UK in 1801. Various families So, IIMS has reopened a JustGiving page at are named as having lived at Murrills House, many of https://bit.ly/2X4Cu9x which will remain open them large in number due to the size of the original until the end of December 2020. IIMS is most property which boasted seven bedrooms. grateful for any additional donations, no matter how small or large. The Curtis family were prominent owners of the building from the late 1800s until just after the As part of the deal to acquire Murrills House, in a second world war. At that time Murrills was clearly role reversal, our ex landlord, Casson Beckmann, well known as the local manor house of the area. has become our new tenant. So IIMS is adjusting The Curtis family, it seemed, enjoyed an enviable to life as not only a property owner, but also and halcyon lifestyle – the house was often thrown a responsible landlord. This brings additional open and tennis was a much enjoyed sport on the responsibilities in several areas, for example fire grass court set within the gardens (sadly a car park marshalling responsibility for the building and all now) in what must have been splendidly manicured its staff, health and safety for the site and keeping gardens too. the extensive grounds manicured and tidy! Interestingly, Murrills House has a fascinating Commenting on the completion of the purchase, connection with the maritime world. In 1952, Mike Schwarz said, “To secure Murrills House Associated British Combustion Ltd acquired the as the long-term head office for the Institute property as their head office and built a factory feels like a dream come true and is one of my unit in what was the back garden. Their two most proudest achievements. It underpins the future prestigious contracts, both with a Royal connection, of the organisation and provides a valuable asset were to provide and install the oil-fired heating for its members. Knowing that we are the next system at Windsor Castle and to provide the boilers guardians of a building with a history going on board the iconic H.M Royal Yacht “Britannia”. How back 500 years is a great responsibility, but one ironic that more than half a century on, IIMS should that my colleagues and I will rise to as we look be set to pick up and continue that nautical mantle to return this well-known local landmark to its once more. former glory.”

The Report • September 2020 • Issue 93 | 25 IIMS announces the results of a review and major overhaul of surveyor LARGE YACHT & SMALL CRAFT SURVEYOR SPECIALISATIONS specialisations Categories Sub Categories Additional Surveying Services Compass Adjusting The Institute’s Professional Assessment Additional Surveying Services Heritage or Pre 1940’s Vessels Committee (PAC) is made up of a group of the Additional Surveying Services Salvage most senior and experienced surveyors from all Additional Surveying Services Towage walks of the profession and is drawn from the IIMS membership worldwide. It is the role of the Casualty Investigation PAC to maintain standards of membership at the IIMS Certifying Authority MCA Coding Examiner highest possible level and to ensure that IIMS IIMS Certifying Authority MLC 2006 Inspections applicants are granted levels of membership IIMS Certifying Authority Tonnage Measurement Surveys and website listings that reflect their actual IIMS Certifying Authority Workboats < 24m <500GT marine surveying experience. Large Yachts & Superyacht Surveys > 24 mtrs Aluminium Large Yachts & Superyacht Surveys > 24 mtrs Coatings Inspections

Member News However, IIMS has a legacy issue that it needs to face up to. Some members have Large Yachts & Superyacht Surveys > 24 mtrs Electronic Engineering had the same specialisations attached to Large Yachts & Superyacht Surveys > 24 mtrs Electrical their profile for many years, in several cases Large Yachts & Superyacht Surveys > 24 mtrs Flag State Inspections for nearly 30 years. To say an individual’s Large Yachts & Superyacht Surveys > 24 mtrs FRP & GRP specialisations are long overdue for a review Large Yachts & Superyacht Surveys > 24 mtrs ISM Audit would be something of an understatement, Large Yachts & Superyacht Surveys > 24 mtrs Marine Warranty Surveys which could also be said for the list of Large Yachts & Superyacht Surveys > 24 mtrs Non-destructive testing: specialisations themselves too! Infrared Thermology Large Yachts & Superyacht Surveys > 24 mtrs Non-destructive testing: Osmosis The PAC met recently to review the existing Large Yachts & Superyacht Surveys > 24 mtrs Non-destructive testing: Ultrasonic lists of surveyor specialisations with a view to Large Yachts & Superyacht Surveys > 24 mtrs Steel & Alloy expanding the list to reflect the actual types Large Yachts & Superyacht Surveys > 24 mtrs Superintendency of surveys carried out by marine surveyors. Large Yachts & Superyacht Surveys > 24 mtrs Wood An example of the changes made is that the Machinery Surveys Condition & Damage original three basic areas of cargo surveying Marine Insurance & Finance Condition Surveys - Breakbulk, Dry Bulk and Bulk Oil/Chemicals Marine Insurance & Finance Hull Surveys - have now been expanded to cover eleven Marine Insurance & Finance Machinery Surveys specialisations that will give a more accurate Marine Insurance & Finance Valuation Surveys description of a surveyor’s experience. Small Craft Surveys < 24 mtrs: Pre-purchase Surveys GRP/FRP Small Craft Surveys < 24 mtrs: Pre-purchase Surveys Steel Standards for entry are more precise now Small Craft Surveys < 24 mtrs: Pre-purchase Surveys Aluminium than they were many years ago and this Small Craft Surveys < 24 mtrs: Pre-purchase Surveys Wood has brought into question some of the Small Craft Surveys < 24 mtrs: Pre-purchase Surveys Alloy current IIMS website listings held by existing Small Craft Surveys < 24 mtrs: Insurance & Finance members. This process of review can only Small Craft Surveys < 24 mtrs: Valuation Surveys be a good thing and adds further credibility Small Craft Surveys < 24 mtrs: Damage Surveys GRP/FRP to IIMS as an international organisation. Small Craft Surveys < 24 mtrs: Damage Surveys Steel New membership applicants need to show Small Craft Surveys < 24 mtrs: Damage Surveys Aluminium objective evidence and details of experience Small Craft Surveys < 24 mtrs: Damage Surveys Wood relevant to their specialisation if they are to Small Craft Surveys < 24 mtrs: Damage Surveys Alloy satisfy the PAC these days. Of course, new Small Craft Surveys < 24 mtrs: Inland Waterway Surveys GRP/FRP specialisations have emerged over recent Small Craft Surveys < 24 mtrs: Inland Waterway Surveys Steel times and IIMS is keen to reflect this with an Small Craft Surveys < 24 mtrs: Inland Waterway Surveys Aluminium expanded list. Small Craft Surveys < 24 mtrs: Inland Waterway Surveys Wood Small Craft Surveys < 24 mtrs: Inland Waterway Surveys Alloy Electrical or Electronic Engineering Workboats < 24 mtrs <500GT GRP/FRP Workboats < 24 mtrs <500GT Steel Workboats < 24 mtrs <500GT Aluminium Workboats < 24 mtrs <500GT Wood Workboats < 24 mtrs <500GT Alloy

26 | The Report • September 2020 • Issue 93 Member News

What has certainly become apparent and CARGO & COMMERCIAL SURVEYOR SPECIALISATIONS pointed out is that there are a number of Categories Sub Categories commercial ship surveyors claiming to have a range of skills enabling them to also survey Additional Surveying Services Compass Adjusting a small 10 metre yacht and vice versa. Whilst Additional Surveying Services Fishing Vessels a few such people do exist, they are rare and Additional Surveying Services Guard Vessels surely we all know that too? Additional Surveying Services Hydrographic Surveys Additional Surveying Services Specialist Surveys Having reviewed the list of specialisations at Additional Surveying Services Superintendency their recent meeting in some detail, the PAC Auditing eCMID Inspections has agreed two new lists (one for commercial Auditing ISM ship and the other for yacht and small craft Auditing ISO (Relevant to Marine Operations) surveyors) that are printed here and which will Auditing OVID Inspections come into force imminently. Auditing SIRE (Ship Inspection Report) Auditing Navigation Assessor Cargo Surveys Breakbulk Cargoes Cargo Surveys Bulk Cargoes Cargo Surveys Bulk Oil Cargo Measurement & Bunker Surveys Cargo Surveys Container Damage & Suitability Cargo Surveys Containerised Cargoes Cargo Surveys Draught Surveys Cargo Surveys Heavy Lift & Project Cargoes Cargo Surveys LPG & LNG Cargoes Chief Executive Officer, Mike Schwarz, Cargo Surveys Oil & Chemical Cargoes commented, “The review of members’ Cargo Surveys Refrigerated Cargoes surveying experience listings is long overdue Cargo Surveys Ro-Ro Cargoes and is a large, yet essential project likely Casualty Investigation to take many months to complete. I am delighted to see some new specialisations Classification Society Surveys on the list, such as MCA coding examiner Commercial Hull Survey and guard vessels to name but two. We plan Commercial Hull Survey On / Off Hire Surveys to work with each and every member in the coming period to ensure their specialisations Electrical or Electronic Engineering are up to date and accurate.” Machinery Surveys Condition & Damage Marine Insurance Representation Cargo Where it is obvious, IIMS will transfer a Marine Insurance Representation Hull member’s existing specialisation to one of Marine Insurance Representation Machinery the new ones, (if necessary). It is a fact that Marine Insurance Representation Marine Warranty Surveys members who joined years’ ago may well no longer perform the functions they did Offshore Dynamic Positioning and were approved to do then but will have Offshore Heavy Lift developed new skills not showing on their Offshore Jackup profiles. Please check your listing and make Offshore Marine Warranty sure it actively reflects the work you do Offshore Pipe & Cable Laying and the marine surveying activities you are Offshore Seismic competent to undertake. There is no cost for P&I Club Surveys Cargo amending your listing, but evidence will be P&I Club Surveys Condition & Entry Surveys required if you want to add new ones. P&I Club Surveys Machinery PAC Chairman, Capt Chris Kelly, summed Salvage it up very well when he said, “Ultimately, it State or Government Surveys Flag state is about the IIMS accurately reflecting the State or Government Surveys Port state substantiated marine surveying experience of the membership and promoting this Towage experience to the wider marine world Workboats through the IIMS website and the Marine Surveyor search App.”

The Report • September 2020 • Issue 93 | 27 Geoff Waddington takes At the Annual General Meeting of the International Institute of Marine over as IIMS President at AGM Surveying held at Murrills House, Portchester on 16th June 2020, Geoff Waddington took up the position of President of the Institute, a position he will hold for the next two years. Geoff replaces Dubai based Capt Zarir Irani who has held the position since 2018.

In normal times, a short ceremony would have taken place as the President’s medal was formally handed from the outgoing to the incoming President, but this year, for obvious reasons, the Annual General Meeting was held in an online only capacity. However, a short video had been pre-recorded showing Capt Zarir Irani seeming to hand the medal through a Zoom screen to Geoff Waddington who appeared to take delivery of it. The wonders of modern technology and a fun gesture not lost on the large online audience.

Member News As he accepted the President’s medal from Capt Zarir Irani, Geoff took the opportunity to thank him for his two years of unequivocal service to the Institute. Geoff went on to say how keen he was to see the membership entry level to Institute membership being maintained and spoke passionately about the need to raise standards throughout the marine surveying profession. He also made a point of thanking the IIMS head office staff for their dedication during what has been the most challenging of times in recent months.

With Geoff’s elevation to the post of President, Peter Broad has moved up to Vice President, and Capt Ruchin Dayal was elected by the membership to the vacant role of Deputy Vice President.

Geoff Waddington will be known to many IIMS members. For a number of years, he was Chairman of the IIMS Education Committee and instrumental in developing and shaping the distance learning Diploma programme.

Having started his career as a junior marine engineer fifty years ago on ex-second world war steamships, Geoff was trained to be an engineering technician (artificer) and later a shipwright. Being a shipwright involved surveying ships’ structures for the Royal Navy and also smaller vessels for the Royal Marines, but his other job was small craft surveying. Having retired from the Royal Navy Geoff took up a career as a ship repair manager in

a Southampton shipyard. He then took to small craft surveying which led to small craft shipping, which in turn led to breakbulk cargo, out of gauge cargo andIn favour dangerous goods.

Geoff said, “In never ceases to amaze me that there was no qualification to be a marine surveyor and this has

been my goal ever since. I look forward toAbstentions working with the IIMS CEO as we move towards implementation of a

formal accreditation scheme which recognizes marine surveyors worldwide for their specialisations”.

In favour Against

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mechanism and were as follows: Chart Title Abstentions The IIMS Management

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2020 IIMS Roll of Honour

At the recent Annual General Meeting broadcast live from the Institute’s Head Office in Portchester, several honours were announced by the Management Board. On this occasion, none could be present to have the honour personally bestowed upon them, but certificates to recognise their achievements have been sent to the recipients.

Those recognised for their work were as follows:

John Excell Omprakash Marayil has been awarded an has been awarded an Honorary Fellowship. Honorary Membership. John has been a stalwart of At the end of 2019 the Institute for a number following the 10th Branch of years and is recognised Anniversary, Omprakash for his contribution as completed his two-year Chairman of Large Yacht term as Chairman of the & Small Craft Marine UAE Branch. IIMS wanted Surveying as well as to recognise his work as his contribution to the leader of the Branch locally Institute’s management over that period. board and Certifying Authority committee.

Capt Eugene Curry Karen Brain has been awarded an has been awarded an Honorary Fellowship. Honorary Membership. As he retires from active Known to many members, surveying life, IIMS wanted Karen runs Matrix to acknowledge the work Insurance, one of the Eugene has put in behind IIMS insurance scheme the scenes over a long providers for yacht and period. A familiar face at small craft surveyors. Institute UK Conferences Karen is a familiar face and over the years, Eugene pops up to run incisive has been a long- seminars and is a regular standing member of the contributor to the Report Professional Assessment Magazine for the benefit of Committee, responsible surveyors worldwide. for assessing the merits of new applications.

Uday Moorthi Elliott Berry has been awarded an has been awarded Honorary Fellowship. a Fellowship. Upon recommendation Over the years, Elliott’s from the IIMS UAE Branch, career has developed Uday Moorthi has been significantly, and the recognised for his work Institute is keen to over many years with acknowledge his progress. the Branch, including a In addition, he has previous two-year term authored three IIMS self- as Chairman. He remains help handy guides. influential in Branch affairs to this day.

The Report • September 2020 • Issue 93 | 29 Surveyors upskill and learn courtesy of knowledge in the area specifically of paint coatings for the IIMS series of online seminars yachts by explaining both the theory and process as well as giving some practical tips on the most common Once it became clear earlier in the year that many paint faults to look for. marine surveyors were facing an enforced career break due to the pandemic that hit many parts of Video run time: 1 hour 40 minutes the world hard, IIMS acted swiftly and organised a series of what turned out to be outstanding online Available to purchase for download at https://bit.ly/3eP59Fn. seminars. The presentations covered a variety of key surveying topics, each delivered by an expert in Business Compendium broadcast on 18 April by their field. Hundreds have taken advantage joining Mike Schwarz the seminars live, whilst others chose to purchase the video content for viewing at a later date due The IIMS CEO brought his 40 to unavailability or time zone differences. Eleven years’ of business management seminars were delivered between April and August experience and knowledge to the

Member News producing about 20 hours of video run time in total. screen in this long session with a short presentation on each of the IIMS would like to thank all those who have supported following topics: Basic marketing these broadcasts and is delighted that so many tips | How to give good customer care | Preparing a decided to use the downtime to upskill, refresh and simple budget | Managing cashflow | Looking good on learn new skills. the web | Preparing a strategy plan | Preparing a Twitter strategy | An introduction to search engine optimisation. Here is a review and showcase of what the Institute has delivered with a short overview of each one. These Video run time: 2 hours and 7 minutes videos are pay per view and are not freely available. They are available for direct download at a modest cost Available to purchase for download at from the IIMS website archive. View the collection at https://bit.ly/2CQuly6. https://bit.ly/2Ssv6Td. Inspecting Critical Equipment on Crew Transfer How to Conduct a Complete Mast & Rigging Survey Vessels broadcast on 22 April by broadcast on 2 April by Kim Skov-Nielsen Mike Proudlove

Kim kicked the series off attracting Mike Proudlove has enjoyed a over 100 delegates for what long career as a marine surveyor; turned out to be something of however, these days he is firmly a masterclass on mast and rig on the other side of the tracks surveying using a series of photos operating and managing a fleet to illustrate his presentation. He of crew transfer vessels for Offshore Turbine Services, spoke about how to include the based in South Devon. In his informative presentation, findings and recommendations in the report as well as Mike gave a detailed overview on some of the key areas caveats to include. Kim touched on all types of rigging of concern that anyone surveying a crew transfer vessel from rope to galvanised steel wire to carbon, as well as should look for and be aware of. looking at different types of masts too, whilst reminding surveyors to keep a clear focus on their personal safety. Video run time: 1 hour and 41 minutes

Video run time: 2 hours and 26 minutes Available to purchase for download at https://bit.ly/2ZJRivW. Available to purchase for download at https://bit.ly/2DRKXGb. Introduction to Yacht Coating Failures & Paint Defects broadcast on 27 April by Matthew Potts Introduction to Yacht Coatings broadcast on 16 April by Tim Bannister After Tim Bannister’s popular seminar on coatings there were Tim Bannister, Technical Support requests from surveyors to go Specialist with AkzoNobel, deeper into this subject. At gave the most comprehensive short notice, Matthew Potts, presentation on yacht coatings. Technical Support Specialist A qualified Registered Marine with AkzoNobel, stepped up to Coatings Inspector, he showed give this in-depth overview of a complex subject. In off his extensive knowledge of the subject. Through his presentation he covered: Above waterline paint his presentation, Tim have general surveyors more defects and failures | Below waterline paint defects

30 | The Report • September 2020 • Issue 93 Member News and failures | Brightwork/Varnish defects and failures | advice on contracts and terms of business given too. Paint testing equipment. Video run time: 3 hours 12 minutes Video run time: 2 hours and 3 minutes Available to purchase for download at Available to purchase for download at https://bit.ly/3hbWC0W. https://bit.ly/2ZIWgca. Moisture Meters, New Tramex Gauge & Osmosis Gathering Evidence broadcast on 6 May by broadcast on 29 June by Nigel Clegg Capt John Noble Nigel Clegg is an undisputed Capt John Noble spent about 40 expert in his field and years in the marine surveying he delivered the most business and developed a comprehensive seminar covering specialism having attended over the use of moisture meters, 60 major casualties including the challenges of spotting and BRAER, SEA EMPRESS and ERIKA. dealing with the age old problem His involvement in these casualties often lead him to of osmosis and gave a and short overview and glimpse deal with matters of causation and gathering evidence. of the next smart generation meter, the new Tramex. Additionally, John acted as an expert witness on about 70 cases in a number of jurisdictions all of which made Video run time: 2 hours 19 minutes him the perfect choice to deliver this important seminar. Available to purchase for download at Video run time: 55 minutes https://bit.ly/3hbVV7Q.

Available to purchase for download at Multiple Echo Thickness Measurement broadcast on https://bit.ly/2ZJztNt. 21 July by Jon Sharland

Giving Expert Witness broadcast on 14 May by Jon is something an expert with Karen Brain Tritex gauges as one would expect given that he works for Giving expert witness was them! But his depth of knowledge presented by Karen Brain, Matrix of how the science works is Insurance, a long-standing advisor second to none and in this to the Institute. As she explained valuable seminar, he gave surveyors a ‘chapter and in detail the key function of an verse’ review of how the technology works and the expert witness is to express an essentials that a surveyor needs to know, including independent expert opinion based on the information how to mitigate against getting false readings. that is provided. Karen gave examples of the special report formats that an expert witness is expected to Video run time: 1 hour 3 minutes provide and highlighted the pitfalls to avoid! Available to purchase for download at Video run time: 1 hour 23 minutes https://bit.ly/3hntB2m.

Available to purchase for download at Surveying & Inspecting Small Craft Engines broadcast https://bit.ly/32zr5Su. on 4 August by Geoff Waddington

Report Writing (for Yacht & Small Craft Marine Current IIMS President, Geoff Surveyors) broadcast on 18 June by Mike Schwarz Waddington, really understands and Paul Homer small craft engines, having been involved with them over many years. Your hosts and presenters for He knows what makes them tick this important seminar were Paul and the reasons why they develop Homer, Chairman of Standards faults and fail. This seminar gave surveyors a real insight and Mike Schwarz, IIMS CEO. This into what is an area that many are frightened or unsure to three-hour seminar brought the cover in depth in their surveys and reports due to a lack of art of report writing bang up understanding of modern small craft marine engines. to date by providing the essential information that a yacht and small craft surveyor needs to consider when Video run time: 2 hours 49 minutes gathering the information and then compiling his/ her report. Suggested clauses for use in the report to Available to purchase for download at protect against possible litigation were shared and https://bit.ly/30FA9nF.

The Report • September 2020 • Issue 93 | 31 If you would like to reserve and purchase a copy of this book, please email Holly Trinder at [email protected] and we will email you an invoice or call her on +44 23 9238 5223. On receipt of your payment we will despatch this handsome book.

Marine surveying for new motor yachts by Capt Mark Souter

Member News IIMS has nearly 30 copies of this beautifully produced large format hardback book written by Mark Souter which weighs in at almost 2 kilos! Running to 370 pages, the book was originally sold for over £100 when first published, but IIMS is pleased to offer members the publication at just £39.50 including post and packaging to any worldwide location.

John Kilhams reviewed the book when it was first published. He said, “This is an interesting book and approaches the subject of marine surveying from a new angle. Marine surveyors are generally surveying used or second-hand boats. But it is my opinion that this book would be of great assistance to a client intending to instruct on the construction of a new build vessel. There is information on the responsibilities of all parties with details on check lists and contracts. The book would be extremely useful in the training of surveyors as it covers almost all the issues a surveyor is likely to become involved in. There have been many books written on marine surveying, but this is different and would be an asset in any surveyor’s library”.

About the author Capt Mark Souter MIIMS was born in Australia where he qualified as an A grade electrician. He came to the UK and bought his first yacht ‘Gipsy Moth’, previously owned by Sir Francis Chichester. Since then Mark has qualified as a Master of Yachts (MCA) at Warsash Maritime Centre. He received a diploma in marine surveying with accreditation in superyachts and also gained a certificate in Naval Architecture.

For over 30 years Mark has worked as a professional Captain aboard superyachts. In between his Captain’s duties he has project managed and surveyed new build yachts in the USA, Italy and Greece.

Print of ‘Lively Lady’ donated to the Institute

Elly Bryant, a long-standing member of the IIMS team working in the finance department, was handed a print of Lively Lady by her parents following a house clear out and they decided to donate it to IIMS. The picture is now hanging in pride of place on the stairway up to the office and we are grateful to Elly and her family for this kind donation.

‘Lively Lady’ was painted by Laurence Bagley (1922 – 1983), an artist born locally in Southampton, United Kingdom. He was best known for his marine and aviation paintings, but he was also a writer and illustrator. This print proved to be his most financially successful work during his career.

Throughout the 1970’s Laurence painted dozens of impressions of Vosper Thornycroft warships, hovercraft and weapon systems which were widely reproduced in the company’s sales literature.

It is said that he had been a keen yachtsman, sailing mainly with an old friend who owned an 8-ton McGruer sloop. He spent many a sailing weekend away, sometimes crossing the channel to Cherbourg. Rumour has it though, that he was not an ideal crew as he was always grabbing for his sketchbook! Eventually Laurence bought his own yacht, a 6-ton Hillyard “Fjord” which he kept on the River Hamble.

32 | The Report • September 2020 • Issue 93 Member News

IIMS publishes two new handy guides in paperback and downloadable pdf formats

In recent weeks, the twenty third and twenty fourth handy guides in the IIMS series, ‘What a marine surveyor needs to know about’, have been published in paperback and downloadable pdf formats.

The 23rd handy guide is entitled ‘What a Marine Surveyor Needs to Know About On-Off Hire Condition and Bunker Surveys’ and the 24th is ‘What s Marine Surveyor Needs to Know About Corrosion, Electrolysis, Galvanism, Anodes & MIC’.

What a Marine Surveyor Needs to Know About On-Off Hire Condition and Bunker Surveys is authored by experienced Capt Allen Brink. On-Off hire condition bunker surveys are a requirement for the commercial trade of vessels in that vessels are hired from their Owners by Charterers who trade the cargo internationally. The survey of the vessel is undertaken either before the vessel is delivered into a Charter, or re-delivered from a Charter. The reports should include a detailed description of the vessel itself, the structural condition of the cargo spaces and main deck areas surrounding the various cargo compartments and hatches, the ship’s hatch covers, the cargo gear and space. Additionally, you will inspect and report on paint coating and cleanliness, the quantity of bunkers remaining on board, verification of the validity with respect to the vessel’s certification, portable equipment and securing materials, container securing equipment and so on.

Author Capt Allen Brink brings his many years’ experience into play. At an impressive 244 pages, the publication contains examples of a number of templated reports which the surveyor can adapt for his/her use. There are photos to assist, diagrams and examples of the certification the surveyor needs to inspect and report too. The handy guide also contains a detailed appendix with a selection of marine terms, to assist the marine surveyor when conducting inspections of ships for charter purposes.

The first person to review Allen’s new handy said, “This is a labour of love and reflects Allen’s immense knowledge and experience. I can’t think of a more valuable piece of work, not only for the survey industry, but for the maritime industry as a whole. One of the hardest things for lawyers is to deal with reports which are not logically set out or written in English which judges and other lawyers can understand. So well done! This will add great value to the industry.”

What a Marine Surveyor Needs to Know About On-Off Hire Condition and Bunker Surveys is available in paperback at £30 plus post and packaging or as a downloadable pdf for just £28. Click for details at https://bit.ly/36EOsKw.

What a Marine Surveyor Needs to Know About Corrosion, Electrolysis, Galvanism, Anodes & MIC by Jeffery Casciani-Wood and Elliott Berry. Practising marine surveyor, Elliott Berry FIIMS, and veteran, retired surveyor, Jeffrey Casciani-Wood HonFIIMS, have combined to produce this authoritative 120 page handy guide.

The guide presents some detailed equations to help to explain the science along with plenty of practical tips to help the marine surveyor to understand this essential, yet complex subject as they try to debunk some of the long held myths.

In Part 1 the authors consider the many and varied types of corrosion and their causes, including the often-misunderstood microbial corrosion. The opening definition ‘Corrosion is the degradation of a material by its environment’ gives little clue to the depth of valuable information that follows. Part 2 introduces the surveyor to the various cathodic protection systems that exist, including a lot of information about the correct use of anodes. Part 3 is an excellent glossary with descriptions of cathodic protection terms that any surveyor should be familiar with.

What a Marine Surveyor Needs to Know About Corrosion, Electrolysis, Galvanism, Anodes & MIC is available in paperback at £25 plus post and packaging or as a downloadable pdf for just £22. Click for details at https://bit.ly/3hVwjxf.

The Report • September 2020 • Issue 93 | 33 The elephant in the room: An opinion article by IIMS Chief Executive Officer, What do Mike Schwarz remote surveys mean for the marine surveying profession?

“So, let’s be clear right from the start. As I am always keen to point out, I am neither a technical man, nor am I a marine surveyor. However, I am very much engaged with finding digital solutions to old ways of working and love to embrace technology. So, I totally understand the logic behind remote marine surveys and respect those who are driving this agenda and the developers who are defining the extraordinary digital solutions to make it happen. I know, however, from dialogue with surveyors around the world, that this is a challenging concept for some to grasp. I personally remain unsure which side of the fence I am on.

34 | The Report • September 2020 • Issue 93 I am keen to stimulate debate amongst IIMS members and the wider marine surveying community about the merits (or otherwise) of conducting remote surveys. In this article I have given my personal opinions and have collated as much detail, evidence and opinion from industry leaders involved in these activities as I could find from other sources, most notably Classification Societies who are leading the charge in this area.“

The Report • September 2020 • Issue 93 | 35 Many things have changed in DNV GL reported back in March that of hi-tech remote marine surveying? the past few months and not all they had completed over 15,000 Ultimately though, the surveyor of them good as we have learnt remote surveys already. Obviously, must still understand what he or to cope with tragedy and a new they see the merit in working this she is looking at or being shown way of living courtesy of the way and the pandemic has driven through a smartphone screen. There pandemic. COVID-19 certainly has their agenda. Further proof, if it can be no difference in that sense a lot to answer for, but out of the were needed, can be found in four in terms of the required knowledge situation that was forced upon the news articles published recently on and experience. This means that the profession, a new way of surveying the IIMS web site: education of the next generation of is fast emerging, particularly in marine surveyors remains the same, the area of commercial ships and • Bureau Veritas completes a or does it? Those coming into the offshore assets. I refer to remote remote marine survey on LNG profession will need to learn new surveying, actually not new, but dual fuel harbour tug PSA Aspen skills, apart from the ‘old fashioned’ probably unimaginable to most of technical ones, such as how to us just a few years ago; and a shock • RINA (Classification society) become an IT wizard, for that will to the system of more traditional performs statutory and class become an essential part of the role. surveyors and those sceptics surveys remotely They will also need to understand amongst us too undoubtedly. They the limitations of remote surveying, are suddenly fashionable - the talk • DNV GL’s remote surveys surge if indeed there are any. of the town it appears - and the pandemic has fuelled the latent • Lloyd’s Register makes the case The Classification Societies have demand for remote surveys. for remote surveys reported a massive uplift in the demand for remote surveys. This Can a vessel really be successfully So, do remote surveys mean the flies in the face of the fact that the surveyed remotely? The answer is end of the marine surveyor? In my industry has been relatively slow in of course yes, but how detailed is opinion, certainly not and far from it. adopting new digital technologies a remote survey and what depth But we are dealing with change on a and to its detriment. of information does it reveal to major scale, the like of which has not the surveyor who is watching on a been seen in the profession before. To spell it out simply, conducting laptop or tablet? I do not have the The role of the remote surveyor to remote surveys and inspections experience personally to be able to look and interpret the data, to report means that marine surveyors do answer those rhetorical questions, and make recommendations on not have to be physically present on but I know there will be members what he or she sees is unchanged. board a vessel or marine asset. This who can and who will fall on both But for many I am certain being dovetails perfectly, of course, with sides of the debate. It would make denied the opportunity to work in the social distancing requirements for an interesting discussion. the open air and to get their hands brought about by COVID-19. Instantly Whilst I can see the possibilities for dirty, surely some of the appeal one can see the health benefits by commercial ship surveys, I remain of the job, will be sorely missed. not putting the surveyor, or indeed more sceptical as to the surveying Surely this outdoor freedom would the crew, in a potentially harmful of yachts and small craft remotely. disappear if the lot of a surveyor is situation. Instead, by using an online However, the fact that some of to be sat endlessly at their electronic connection or video streaming link, the ‘majors’ are seeing merit in device observing remotely and then the remote surveyor can provide remote surveying of larger vessels reporting? That has to be a game support to vessels anywhere in the makes me think we must keep an changer. Perhaps it will encourage world with documentation, images, open mind and take onboard their people from a different background video and input provided by clients learnings and experience. to seek opportunities in the world and crewmembers.

36 | The Report • September 2020 • Issue 93 It is anticipated that remote eliminating the scheduling and inspection devices are likely to safety risks from flying, driving, become commonplace in the or a boat transfer that may be future, even post pandemic, involved in getting an expert to replacing or assisting the physical the right location. Removing these attendance of surveyors. As travel uncertainties means that a previously stated, what we are 30-minute surveying job can be dealing with is a seismic change completed much more efficiently that may well challenge those who for all parties. are half way through their careers, but which will become second According to Wilson, a wide range nature to new entrants into the of surveys can be managed through profession. They call it progress. video and picture evidence using Let’s now review what is going on everyday technologies and he amongst some of the Classification believes that the scope of remote Societies as far as remote surveying surveys will continue to increase as is concerned. the capabilities of the technologies increase and its cost effectiveness is Here is Lloyd’s Register’s (LR) current improved. thinking on remote surveying. A remote survey may be The Classification Society has now appropriate when: undertaken hundreds of remote surveys, says LR Chief Surveyor, - The vessel is at sea when Iain Wilson, in a bold opening damage is sustained statement, with the “people who - The vessel is at a port, terminal of shipping’s age‑old procedures understand the technology pushing or location where the services as access to ships in ports, and oil for it and using it.” of a surveyor are not available and gas assets in offshore waters, is - The location is remote, and no barred. Yet ships continue to fulfil a At present, a remote survey, which other surveys are due vital role in the global supply chain LR defines as a process without - A minor statutory finding and energy facilities can’t easily be physical surveyor attendance, can relates to the verification switched off. Both must continue be used for smaller tasks such of documentation or the to operate efficiently and safely as verifying a repair has been replacement of spare parts whether surveys are due or not. undertaken or ensuring minor - A Condition of Class (COC) damage has been rectified. relates to the verification Nick Brown, LR’s Marine & of documentation or the Offshore Director, believes that Wilson explains and accepts replacement of spare parts the dramatic uptake of remote that while remote surveys aren’t - The outstanding services and support is a trend always the answer to everything, documentation can be readily that will inevitably continue, they can ensure that there are verified using electronic and likely gather pace, long after fewer attendances on a vessel communication the virus. His sentiment is borne and a reduction in the number out by LR’s frontline experts - of interventions that may be Surveys undertaken remotely James Forsdyke, Head of Product required through the year. This are still viewed with caution by Management, and Sean van der is a huge advantage for owners some, but experts at LR believe Post, Global Offshore Business and operators and has significant that reticence over new survey Manager. Both experts agree benefits for LR’s surveyors, he says. methods, which make the most of wholeheartedly with Brown’s digital technology, is misplaced. thinking. They highlight LR’s A surveyor’s skill is rooted in James Forsdyke, LR’s Head of recent focus on remote services, analysing the collected data. Product Management, and Sean notably its team of Remote Undertaking an inspection can van der Post, LR’s Global Offshore Survey Champions located in be time consuming and remote Business Manager, explain some no fewer than 16 of the world’s surveying techniques can facilitate of the reasons why the interaction key shipping and offshore hubs. a more efficient collection of data between hardware, software These experts can be linked while allowing surveyors to focus and human expertise offers an digitally to their clients whenever their energies on the interpretation unbeatable formula. necessary, and LR’s systems of the evidence, he explains. are ‘technologically agnostic’, Restrictions on travel amid the meaning that connectivity can be Remote surveys can also spare a COVID‑19 pandemic are forcing based on Microsoft Teams, Skype surveyor from the rigours of travel, unprecedented change on some or WhatsApp.

The Report • September 2020 • Issue 93 | 37 The RINA web site is revealing. Currently, it says, the following surveys can be managed with remote survey techniques:

- Three months tail shaft survey extension - Continuous Machinery Survey items - Documentary verification - Management of minor deficiencies - Bottom inspection with ship afloat The team are interconnected by receiving dramatically more added - Radio Survey digital communications, real‑time value from this service, he says, - Survey for change of name data transfer, live streaming and all which is faster, more accurate, more - Lay-up surveys of the other technologies that have incisive and no longer the result of - Survey for change of load line been developed recently, but which one person’s physical attendance, - ISM SMC-DOC audits the virus has now made essential. often limited to a few hours. - ISPS ISSC audits The remote survey champions are a hub of excellence who support and Van der Post points to one As further proof of acceptance, guide LR’s frontline colleagues and recent development, forced on The Liberian International Ship & clients alike with remote surveys, organisations like LR by COVID‑19, Corporate Registry has approved ensuring consistent practices and which amounts to a sea change. the use of RINA’s remote technology safety at all times. Furthermore, Previously, he says, no new for inspections of Liberian-flagged Forsdyke believes that LR’s remote procedure could be undertaken vessels. It is anticipated that the inspection techniques, combined without detailed preparations, risk decision by the Liberian Registry with digital data transfer and the assessments and meticulous rules, could shortly be followed by other expertise of top specialists, can written and prepared in advance. flag administrations. provide an equivalent service to Safe working practices are, of course, physical attendance. essential, he says, but now the “The shipping industry is currently approach is “why can’t we do this facing an unprecedented challenge In times past, a traditional survey remotely?” rather than “we must and shoulders the responsibility would involve a surveyor travelling send someone as soon as possible”. of maintaining the flow of to a location, going onboard a ship, international trade during this meeting key personnel and then Both recognise the continued crisis,” said Alfonso Castillero, COO heading to the master’s office to hesitance in the industry; as of The Liberian International Ship & check on the validity of certificates industry stakeholders collectively Corporate Registry. and other documents. It’s a process gain more experience of that could take a significant using remote techniques and “To ensure operational continuity, it proportion of the available time. demonstrate the capability, is vital that we remain flexible and Then the surveyor would undertake Forsdyke and Van der Post believe adjust our procedures in a way that the actual survey. Forsdyke there will be continued acceleration protects personnel from exposure compares this to modern banking of adoption and LR is poised to lead to the virus, while also increasing applications, where you still need that sea change. efficiency. RINA’s remote inspection a whole range of valid documents technology facilitates the normal before you can proceed, but now Moving on to RINA. Their website operation of our fleet by making you upload all your documents in says that nowadays, one of the vessel inspection completely advance, for pre-validation, making biggest economic challenges in accessible during a time when the process infinitely more efficient. every market is to avoid expensive surveyor travel is near impossible.” And he asks, ‘why can’t classification travel when it is not necessary. For be the same?’ some identified occasional surveys, The American Bureau of Shipping RINA now provides a digital service (ABS), another Classification Far from reducing the role of the for crediting such inspections Society, has expanded and human being, Forsdyke says that remotely ensuring an equivalent extended its remote survey options latest techniques enhance it. LR’s reliability without the burden of and has seen rising demand for experts in a particular field are time, money and resources. That these survey services. The company instantly available to pass opinion sounds hugely compelling. So what decided to expand its remote on a specific issue, live‑streamed types of remote surveys will RINA survey options for vessel owners and on the scene. The client is offer their clients? and extend its remote survey and

38 | The Report • September 2020 • Issue 93 audit services for equipment and where appropriate. However, where of IRClass said, “Our remote survey materials manufacturers and other possible and with flag approval, system is working very well indeed key service provider firms. IRClass is increasingly turning to and is a practical and innovative the use of remote surveys and way for our surveyors to carry out “As organizations rely more inspections. These are based the emergency safety assessment of heavily on remote and virtual on self-checks by the master/ a ship around the various restrictions operations, ABS is making it easier chief engineer of the vessel using in place. Our surveyors can now deal for vessel owners and equipment the IRClass survey checklist and with surveys, audits and inspections manufacturers to leverage digital remote assessment of supporting from the safety of their own homes applications by offering even documentation, photographs/ subject to flag approval.” more remote surveys and audit videography by an IRClass surveyor. options,” Christopher J. Wiernicki, Facilities for video conferencing “I can see remote inspections ABS Chairman, President and Chief including live video streaming for continuing to revolutionise Executive Officer, said. viewing specific sections of the ship classification services long after the or equipment for cross verification, COVID-19 outbreak using digital ABS has expanded its remote are also proving to be invaluable technology and real time, risk offerings to include drydocking tools for IRClass’ surveyors. based, data driven decision making extensions and radio renewals and process - in not too distant a future,” will offer additional remote services The International Register of he continued. in the near future. Additionally, it Shipping states that for remote has extended its remote survey surveys and inspections, the Bureau Veritas (BV) seems to have and audit services to existing surveyors do not have to be really caught the remote surveying equipment manufacturing and physically present on board a bug and is running with it fast. external specialist clients enrolled vessel. As a result, they say, a In early February BV performed in ABS programs in the United remote survey can be conducted an engine test conducted jointly States, South America and Europe. anywhere in the world without the between Paris and a facility in According to ABS, access to remote surveyor’s physical presence. This China with multiple stakeholders surveys and audits allows for also enhances survey flexibility witnessing the test process. A BV business continuity, particularly and the efficiency of survey. Going machinery expert located in Paris, during challenging times that on, they say a survey without the BV network office in Germany may create scheduling conflicts, attendance has benefits for both and an equipment maker in Europe personnel or logistical issues such their customers and surveyors; were able to witness testing in a as the current COVID-19 period. however, safety must always facility in China where BV surveyors be and remains their ultimate were present. The Indian Register of Shipping consideration and target. However, (IRClass) has turned to remote remote surveys will be permitted Laurent Leblanc, Senior Vice surveys to maintain the validity of only for ships maintaining class President, Technical & Operations, ships’ certificates and to support with INTLREG. BV, says, “This capability is really just global trade, while ensuring the starting to make an impact for our wellbeing and safety of staff. All The following surveys, which may clients and stakeholders but we are of its office based staff are now be permitted using remote surveys well advanced in developing the working remotely from their techniques by the International necessary evolution to our rules, homes and the company has also Register of Shipping (INTLREG), are our procedures and connecting the provided specific guidelines to its shown below. Such surveys could remote survey technology with our surveyors to follow precautions be subject to prior approval from digital platforms and tools.” and country specific advisories the flag administration: when planning surveys. - Classification Surveys (annual) IRClass says that due to COVID-19, - Condition of Class Surveys some ships may experience - Minor damage and repair operational challenges such as surveys for hull and machinery. non-availability of drydocks, spares, - Extension of Surveys (Class or technicians. In addition, surveys conditions, Propeller shaft, and audits may, in some cases, not Boiler etc.) be conducted because surveyors - Continuous Surveys Machinery are unable to attend the ships due (CSM) to travel restrictions or quarantine. - Change of Owner, Change of vessel name / flag. IRClass is working closely with its - A case by case approval clients and may also consider the postponement of non-critical work, Suresh Sinha, Managing Director

The Report • September 2020 • Issue 93 | 39 “Remote service delivery will thanks to live-streaming solutions; surveyors. Ship operators are able become a part of everyday life for continuous improvement in the to receive immediately updated us. The capability does not replace quality of service; and cost control and verified electronic certificates, our surveyors but allows speed of through overall reductions in travel which make their business dealing access and connectivity between time and arrangements. with class, authorities and vendors teams and stakeholders to enable much more efficient. This has all decisions to be made quickly and Herman Spilker, vice president been backed by expert teams in with confidence.” of the North Europe Zone for the regions and through our DATE BV, commented: “The remote hubs, which cover technical and Bureau Veritas Marine & Offshore service delivery is led by a survey requests around the globe has opened its first remote survey team of experienced surveyors 24/7 and have solved 500,000 cases centre, located in the major and follows eight years of since the launch of the service five maritime hub of Rotterdam. The development experience. In years ago.” centre is focused on supporting 2012 we started developing the remote service delivery capability procedures allowing administrative Remote surveys were first rolled out and is part of BV’s North European verifications to be conducted by DNV GL in October of 2018 and Zone head office and BV’s Zone remotely, Bureau Veritas is now have been gaining in popularity Marine Operations Centre. able to offer a comprehensive ever since. In 2019, for some survey range of survey items which can be types, up to 25% of all surveys were Laurent Leblanc again says, “This is performed remotely. The applicable conducted remotely, with more a new and important milestone in survey items include classification than one third of customers having the Bureau Veritas global strategy surveys and specific statutory utilised the service at least once. of Digital Classification using digital items which can be agreed by flag technologies to transform the administrations.” DNV GL says that with its new operating model of classification for remote approach to machinery the benefits of its clients.” DNV GL reports it has seen a surge planned maintenance, Machinery in remote surveys as vessel owners Maintenance Connect (MMC), BV has conducted a full program leverage the greater flexibility and instead of requiring surveyors to of tests and proof of concepts efficiency they provide and the travel to each individual vessel and confirming that the relevant impact of the global COVID-19 crisis go onboard, machinery data can technologies are now mature has reinforced the value of remote be processed via algorithms and enough to enable remote surveys. survey services. Remote surveys presented to customers on a digital Technologies used include are not new for DNV GL with some dashboard. This enables the survey optimised live-streaming solutions; 15,000 surveys and inspections of a complete fleet in one process, connected devices (smart phones, undertaken since the launch in while unlocking new insights into tablets, Go-Pro cameras, smart October 2018. vessel and fleet performance. glasses, augmented reality); and connectivity on board – with DNV GL stresses the importance “Once we have the verified data, improvements from 4G networks to their customers to continue to get going with MMC we sit and 5G yet to be realised. to operate and deliver without down with management for an disruptions to class services, initial company audit that also Significant benefits to clients and at the same time without functions as their annual survey,” include speed of response and no compromising the safety of crews says Rolf Petter Hancke, Surveyor travel or waiting time; optimisation and surveyors. Remote surveys and Principal Engineer at DNV GL. in the decision-making process have provided the flexibility “This reduces the time required customers need, with global round significantly, in one case we the clock coverage, and improved completed surveys on 49 vessels in efficiency through reduced travel roughly four hours, something that times and increased availability. would normally take 50 separate onboard surveyor visits. And the “In these challenging times we are data is all right there – easily and seeing the benefits of the full scope directly accessible by management of digitalization initiatives that we in real time.” have been building up over the past few years,” says Knut Ørbeck- So there you have it. Irrefutable Nilssen, CEO, DNV GL – Maritime. evidence it would seem and “The use of remote surveys has like it or not, remote surveys are meant that we have been able happening and are here to stay. A to limit disruption to customer giant step for the marine surveying operations resulting from travel profession or fool’s gold? Let’s bans or quarantines involving our discuss and debate!

40 | The Report • September 2020 • Issue 93 All you need to know about surveying, and more, in just 24 hours

Marine Surveying International FEST 2020

Monday 30th November & Wednesday 2nd December Part II fasteningswhat surveyors ought to know about If all else fails, use ******* great nails Traditional shipwright’s working rule - Orchard Dock, East London.

in many point types. Each point When driven, the threads like those has certain advantages for certain of the gripfast type separate the applications but the diamond wood fibres, which then lock into point is a general purpose point for the rings, thus resisting removal. wood use. It is the most common, Spiral threaded nails (called screw least expensive and is easy to or drive nails) turn when they are BY Eur. Ing. Jeffrey start. Oval nails are oval in section driven, much like wood screws and – see Figure 12 and 16. Selection actually form a thread in the wood N. Casciani-Wood of the correct nail head depends fibres. They offer good holding Hon FIIMS upon the hardness of the wood, power. Spiral threaded nails are the chance of the head working specifically designed for use with through and the type of work to be hardwoods and dense materials. Wire Nails done. A finishing nail, for example, Ring shank nails, sometimes called must have good holding power deformed shank nails, are nails with Ordinary steel wire nails are never yet be inconspicuous. The various ridges or grooves along the shank used in the boat’s structure as they common types of nail that the and are similar to screws in that rust very quickly but they may be marine surveyor may come across they have a specially designed head found in the interior joinery work are discussed (in alphabetical order): which allows them to be hammered or under the sole through the below the timber’s surface. They bearers. Although steel nails are 1. The Annular or Ring Nail have a much better holding power the most commonly used, nails are than nails with a smooth shank also made of aluminium, stainless because the rings act as wedges to steel, copper, brass, bronze and keep the nail firmly in place. The plastic. Aluminium, copper, brass, Figure 5 The Annular or Ring Nail pattern of ridges along the shank bronze, stainless steel and plastic of the nail can vary depending on nails are rust proof but bright This type of nail which hole is the manufacturer and the intended steel nails will rust so they should sometimes called a gripfast nail use of the nail. Some brands have not be used where rusting would found is found in various forms very shallow rings that provide a cause discoloration or staining. and in all of them the shank has small amount of extra grip, while The thickness of the materials to a unique either annular or screw others have much larger ridges. be nailed determine the length of thread. When the nail is driven, Some have spiralling grooves, while the nail required but the amount of the grooves on the shank turn the others have a neat set of ridged stress or weight the materials will wood fibres into small wedges rings. This type of nail is better bear should also be considered. which grip the shank tightly and suited for the harder timbers and Nails are typically sold by length in add to the withdrawal resistance. areas where more securing strength Britain but in America by their so- The teeth of the nail hold it in place is required. All of the above nail called penny weight size indicated firmly and such nails are often types need suitably sized pilot by the symbol d and, in a throwback used for fixing plywood and similar holes as they are hard to drive. to Colonial days, meant the number materials. The annular and spiral of pennies they cost per hundred threaded nails can be distinguished 2. The Clout Nail and Tack nails. Many head styles are available from a knurled nail by the smooth and each offers advantages for shank between the head and the certain applications. The flat head beginning of the thread. Annular is a general purpose head that is threaded nails (sometimes called Figure 6 The Clout Nail the most popular and the most ring shank nails) offer the maximum economical. A flat countersunk holding power in a number of The clout nail is a short usually head leaves a smooth surface as specific applications. They are best galvanized round headed wire nail it levels out with the top of the used with softwoods and plywood used to fasten fabric to a wooden surface driven into. Nails come but have many other applications. structure such as felt to a wooden

42 | The Report • September 2020 • Issue 93 hull prior to sheathing the hull with very common and is most likely 10. The Sprig copper. The tack may be of steel or to be seen on softwoods and copper and is used for light wood thin timber. The flat head makes work such as the manufacture it easier to hammer the nail in of the wooden template used straight and the head has more Figure 14 The Sprig for marking off a shell plate. It is surface area to give it increased sometimes also used to hold the accuracy when hammering. This nail has no head and is nibbed end of a scarph in wooden generally only used for securely boat planking. 6. The Hardboard Pin fixing window glass into wooden frames prior to dressing with putty. 3. The Corrugated Fastener Hot dipped, zinc coated nails have Figure 10 The Hardboard Pin good rust protection. This method is considered the best way to This is a diamond shape headed coat nails as they are submerged Figure 7 The Corrugated Fastener pin rather than a nail and is often in hot, molten zinc. Nails can be hidden when used on certain double dipped for heavier plating. This is, strictly, not a nail but will materials such as hardboard. Galvanized nails are coated through sometimes be found in joints a tumbling process. The coating in poor quality joinery working 7. The Lost Head or is applied by sprinkling zinc chips holding the corners of wooden on steel nails in a barrel and frames firmly together. They are Bullet Head Nail rotating the barrel in a furnace to generally of mild steel and rust melt the zinc and coat the nails. leaving bad stains. While the nails may look the same Figure 11 The Lost Head or as hot dipped, they may not be 4. The French or Round Bullet Head Nail evenly coated and threads may fill up. Electroplated nails have the Head Wire Nail The lost head or bullet head nail as coating applied with high voltage it is called in America is one of the electric current. Mechanical plating most versatile and common types involves rotating cold nails in a Figure 8 The French or Round used in outfitting woodwork. It is a barrel with zinc dust. Glass pellets Headed Wire Nail general purpose nail that comes in in the barrel hammer the zinc dust a range of sizes and the head allows onto the nails. The nails are then This is the nail commonly used for it to be punched below the timber’s immersed in a chromate rinse that general work. It is unattractive in surface to conceal it. gives them a gold or green colour. shape and can split wood when This process leaves the threads hammered into position. The risk 8. The Oval Wire Nail relatively clean but the coating can of splitting the wood can be much be thin. Electroplating occurs when reduced if the point is blunted nails are immersed in an electrolytic by placing the head on a hard Figure 12 The Oval Wire Nail solution that deposits a thick film surface and striking the point with of zinc on the nails when an electric a hammer before using the nail so This is a long nail and care must be current is run through the solution. that, when driven, the nail tears a taken when it is hammered into the Although the finish is shiny, it is guide hole in the wood. The term wood. If the long axis of the oval is also prone to rust because the French is used as the nails were aligned with the wood’s grain, it is thin plating oxidizes away. These first produced in France. The nail likely to split the wood. nails are best used in interior is sometimes used for outside use applications. Aluminium nails have and is often galvanized to prevent 9. The Panel Pin the advantage of being rustproof rusting and staining. Its head is but must be made thicker than countersunk in a similar manner to galvanized steel nails to prevent that of a screw so that it holds well bending. This thicker diameter when hammered into timber. Figure 13 The Panel Pin may cause wood to split but they are suitable for exterior uses. 5. The Flat Head Nail This pin is commonly used in Bright finished nails have a bright, interior joinery when attaching uncoated steel finish for use where sheets of plywood to a timber corrosion resistance is not required. frame. It is also used when forming They are slightly shorter than the Figure 9 The Flat Headed Nail glued joints to hold the pieces same d size common nail. together until the glue has set. The flat head nail is similar to They should always be treated with the French wire nail and is also suspicion as they rust and break.

The Report • September 2020 • Issue 93 | 43 Pop or Blind Rivets However, the marine surveyor should be aware that pop rivets have a limited individual strength and should only be used for fastening together light Although bolting is probably the gauge materials and they should also be confined to joining together parts most common form of fastening with a combined thickness or grip of not more than 12 mm (½”) as, above in the marine world, the method is that thickness, they tend to work and lose their hold. somewhat restricted because of the need to screw a nut over a washer Round Head (Button Head in America) Shell on one – usually the hidden – end for the bolt. There are many marine Diameter Shell Grip applications where the back to the work cannot be accessed and, in such cases, it is common poractice to use Flange Shank Rivet in Place Stem, Pin or Mandrel pop rivets. The fastenings are also- called blind rivets and are so-called Figure 15 Pop or Blind Rivets because there is no necessity to Figure 15 Pop or Blind Rivets reach the blind or hidden part of the Pop rivets are a two part item consisting of a shell and a headed stem also- work. The use of pop rivets is fairly called a pin or madrel. They are assembled such that the shell can be pushed common in non-marine or motor into a pre-drilled hole in the items to be joined. The rivet is set by pulling the industry work and is fairly widely pin through the shell with a special tool oiperated by hand, pneumatics or spread in fibre reinforced plastic electricty causing the latter to deform and so clamping the items to be joined boats as well. Its chief advantage is tightly together. After the the pieces are clamped tightly, the excess of the pin that it can be done by one man by snaps off and is discarded. A small length of the pin remains inside the shell to inserting the rivet into a pre-drilled ensure that the clamping forced is retained by the shell. hole through both items to be joined and pulling the rivet tight with a The force necessary to snap off the pin is governed by the amount of shell special hand tool till the headed wire deformation required and a groove cut to a specific diameter just below the stem, pin or mandrel snaps or pops. head. The rivet is designed to prevent too much force being developed so The method is fairly typically found damaging the two pieces of material being fastened bearing in mind that in securing aluminium strip rubbing too little force may fail to secure the joint. The rivet develops a clamping strakes to the deck edges of frp boats. force to secure the joint and it is essential that the pin does not break at a The use of such fastenings should be load lower than the claping force as, if that occurs, the integrity of the joint confined to areas above the water as may be compromised. the rivets cannot be made watertight. Pop rivets are designed to clamp together specific thicknesses of material The use of blind rivets in most and the amount of deformation in the shell when setting depends upon that applications has proven to be so-called grip range. If the grip range is less than it should be, the rivet is superior and cost effective when too long and excessive material will be left on the blind side of the joint and compared to other fastening more pulls will be needed to break the pin. If, on the other hand, the grip methods. Welding, sheet metal range is too large, the rivet is too short and insufficient material may be left screws, nuts and bolts and solid rivets on the blind side to adequately secure the joint. are all comparitively most labour intensive. The three main reasons for Pop rivets are regularly manufactured in different materials which, in a marine using blind or pop rivets are: environment, makes them particularly vulnerable to galvanic corrosion. Table 4 shows which matals may or should not be used together. 1. The unit cost of pop rivets is much lower than other forms Table 4 of fastening and up to fifteen Compatible Pop Rivet Materials rivets a minute can be installed Metal Being Joined without specialised labour. Al/Zn coated Zinc coated Stainless Shell Material Aluminium Copper Brass 2. Pop rivets are available in Steel Steel Steel many different types, sizes and Aluminium Yes Yes ? No No No materials to meet the demands Steel Z/P No Yes Yes No No No of any particular application. Nickle Copper No No No Yes Yes Yes 3. The materials to be joined are Stainless Steel ? ? ? Yes Yes Yes permanently clamped and, Copper No No No Yes Yes Yes provided that the correct rivet is used, can withstand Yes Compatible. ? Some corrosion may occur in marine both severe environmental No Incompatible. These metals must environments but can be minimised by the conditions and vibration. not be used with each other. judiscious use of paints or anodising.

44 | The Report • September 2020 • Issue 93 The shell may be of stainless steel Fastening Withdrawal Resistance or an aluminium alloy and the pin or mandrel is made from a copper One point that has to be considered Zinc galvanizing, if smooth,can alloy wire. The flanges come in two is the security of the fastening i.e., improve the resistance but if rough, sizes, the smaller size is satisfactory its withdrawal resistance. Wire as is more common, can have the for metal but for wood or frp the nails driven into green oak or opposite effect. A nail with a sharp larger diameter flange is necessary hemlock are almost impossible to tapering point can penetrate the to spread the load. pull once the timber has seasoned wood more easily and does less and dried whereas the same nails damage. It results in a more strongly Cut Nails driven into woods with low tannin bound nail but, because they tend content become progressively to have a wedge effect, such nails Occasionally the marine surveyor easier to pull as the wood dries. tend to make the wood split. will come across so-called cut nails. Corrosion of the metal of the These are stamped out of 2 mm or nail can temporarily improve the The holding power of a nail is 3 mm thick mild steel plate and are resistance to withdrawal but it is determined by its length, diameter sometimes used in securing deck often accompanied by hydrolysis and the shape of the shank planking as hidden fastenings. of the wood (nail sickness) which whether round, grooved, square They rust badly, disintegrate negates any increase in withdrawal or threaded. Smooth shank nails and are not at all suitable for the resistance due to that cause. The give the least holding power. The marine environment. Cut nails are primary factors that control the common smooth shank nail as used sometimes used in conversions and resistance of a nail to withdrawal in general carpentry and wood new construction to fasten down are the density or hardness of the framing is often, in Britain, called a interior cabin sole boards but are, wood, the nail diameter and depth French wire nail. Threaded nails are nevertheless, rare in boat building of penetration. Other factors which used in wood construction because and should be avoided. have a lesser effect are the nail point of their superior performance shape, type of shank (smooth or but relatively few tests have been Designation of ring shank), the presence and type conducted on nails larger than Fastenings of surface coatings and the length three inches (12d.). Experience of time the nail has remained in has suggested that threaded nail Boat nails and spikes are the timber. Nails driven into end withdrawal design values are too designated by their length and grain have a considerably lower conservative although the average dumps and coach screws by their resistance to withdrawal than those withdrawal strength of threaded length and diameter. Coach bolts driven across the grain. Differences nails has proven to be greater than are designated by their length and also exist depending upon whether that of smooth shank nails of the diameter. Wire and cut nails are the timber is plain or quarter (rift) same diameter. In comparison of usually designated by their length sawn. Some timbers, particularly experimental withdrawal strength in the United Kingdom but, in a cedar, split more easily radially than to existing design procedures for practice dating back to Colonial tangentially and cedar used for assigning allowable withdrawal times, in the United States they are planking is probably best quarter strength design values, annular as noted above rather curiously sawn to prevent the ends of the shank nails show the greatest designated by the number of plank splitting when fastening off. difference. Threaded nails - annular, pennies by which they used to be Pine, larch and oak on the other spiral and knurled - provide the best purchased. In the days when the hand, from the author’s experience holding power and performance. author was serving his time all bolts are best plain sawn for the same Barbed nails which have horizontal had Whitworth threads but these reason. The resistance of the nail or herringbone indentations in the days they are more likely to have can be improved by using coatings. shank hold better than smooth nails metric threads. Cement, for example, does increase but far less than threaded nails of resistance in soft woods but not equal size. Nails with twisted or hard wood as the coating is usually fluted shanks equal or exceed the lost in driving the nail. The use of barbed nail in holding power but Chinese or Swedish galvanizing also provide less hold than nails with improves resistance to withdrawal. rolled on threads.

Surveying tip: When driving French wire nails, it is good practice to turn the nail head down onto a hard surface and to slightly blunt the point with a hammer. That enables the nail to be more easily driven and also increases its holding power. It also reduces the possibility of the wood splitting.

The Report • September 2020 • Issue 93 | 45

Square Square Shank Length Shank Length

Size Round Diameter Shank

Copper Diameter Boat Nail Spike Dump Drift or Wrought Nail Bolt

Snap Head (Button Head in America) Gauge Width

Square Neck Shank

Round Shank Length Length Diameter Thread Washer Nut Wood Screw

Coach Bolt Oblong top plate

A A Shank Length Screw Diameter Length Holes Section AA Length Flat side plate

Oval French Cut Nail Coach Screw Caprail Bolt Nail Wire Nail (2 mm thick) (Lag Bolt in the U.S.)` (rare)

Figure 16 Typical Fastenings Figure 16 Typical Fastenings

BluntSurveying ended cut nails tip are easily plating were similar to coach bolts through the sides and bottoms driven but damage the wood but with a flat head. They are usually of the individual planks. The side leaving them easy to withdraw. galvanized. The grain in the dowell spikes driven through horizontally Using guide holes prior to driving over the bolt head should align with are usually driven into pre-bored the nail also reduces the possibility the grain of the wood being secured. holes to prevent the timber of splitting. Lengths of unclenched It is a sign of good shipwrightry. splitting horizontally. See Figure round or square bar iron used 17 below. The process is called side for fastenings are called drifts. Hidden (or Blind) spiking. The nails driven through Coach bolts were used in wooden Fastenings the side of the deck plank into the structures but for bolting steel parts beam underneath are called tosh together hexagon headed bolts Good quality decks are often nails or, in America, toe nails and which do not have the square neck laid with hidden fastenings, the process of driving them is called were used. Deck bolts for securing i.e., the decks show no sign of toshing or, in America, toe nailing. wooden decking to steel beams or the fastenings, which are put in House carpenters call the process

46 | The Report • September 2020 • Issue 93

Caulking seam 3 mm maximum Spike Treenails2

Quarter sawn To overcome the difficulties of iron decking 2t/3 spikes or clenched copper nails, Tosh Nail t boats, particularly those built in Scandinavia, are often fastened by Beam Spike a very ancient form of fastening called treenails (pronounced along

the London River as trennels or Figure 17 Hidden (or Blind) Fastenings trunnels). They are most commonly Figure 17 Hidden (or Blind) Fastenings used to hold the planking of skew nailing. When two such nails mm (¼”) thick mild steel plate and wooden boats on to the main are driven at an angle to each are of about 75 mm to 90 mm (3” framing or timbers. Treenails, as other the process is referred to as to 3½”) square area. Whether they the name implies, are nails turned dovetailing or tusk nailing. are punched out plain washers or out of wood. They may be of oak, sheared out plate washers they have ash, locust or other tropical hard Washers a smooth (slightly rounded) edge woods of durable quality. Where and a sharp edge and should always beech is used it must be confined All nuts have to be bedded down on be laid with the sharp edge faying to to the bottom not higher than the washers so that, when tightening the timber. This is a small point often floor (wrung) heads. The treenails the nut, the wood or other material ignored by the amateur builder or must be straight and of regular underneath is not torn to pieces. repairer and is often the give away octagonal or round form, being Sometimes, in order to spread the to poor construction. The diameter either machine cut, compressed load, washers are also fitted under of the hole through the washer is or planed, not grain cut or knotty the heads of keel, bilge keel, stem usually the diameter of the bolt plus and must be free from sap. The and sternpost bolts as well as under 1 mm. Where they are required to marine surveyor should note that the nuts. Washers, which have to be watertight, washers are fitted treenails should be of good quality be fitted the correct way, are of two underneath with a boat cotton or and of a description equal to the main types: oakum grommet. Plate washers are best material through which they also fitted with a layer of felt. Both are driven. They must be tightly • plain or ordinary washers. grommet and felt should be well driven and in all cases the treenails • plate washers. luted with a suitable material which, should be efficiently caulked or in the author’s youth, was white lead wedged on the outside. Not less Engineering bolts or studs would but, these days, may be a resin, epoxy than two thirds of the treenails have machined washers but these paint or something like Sykaflex. should be driven through the inside are unlikely to be found in wooden Nuts requiring extra security because planking, clamps or other structural boat construction. Plain washers of their purpose may be fitted with items. The lay and spacing of the are the standard washers purchased a split pin but that is rare in boat treenails depends upon the width from any ironmongery shop and construction. Usually such bolts are of the plank being secured and are usually of about 2 to 2½ times fitted with a lock nut i.e., a second whether or not the frames behind the diameter of the bolt for which nut on the same bolt or a nylock nut. are sistered. They can be of plain, they are to be used in diameter. The lock nut is usually about three wedged or wedged and fox wedged They are punched out of mild steel quarters of the thickness of the main types. The simple types are called sheet about 1½ mm to 2 mm thick. nut and should be fitted first with the plain treenails and have no wedges Plate washers are sheared out of 6 main nut on the outside. in either the head or the toe. Plain treenails are, however, incapable

of closing a joint and the marine Rounded edges Fit this way down surveyor should bear that fact in mind when surveying repaired boats with that form of fastening. Bolt diameter In all cases planks above eleven Ragged edges (+ 1 mm) Ragged edges inches in width must be double fastened and those betwen eight Washer diameter and eleven inches in width must Figure 18 Section through a Ring Washer (Exaggerated) Figure 18 Section through a Ring Washer (Exaggerated)

2. A treenail mooter was the specialist artisan often a retired shipwright employed to produce the different treenails at the shipbuilding site and to smooth them and make them the proper size Mooting was the name given to the process of making a treenail exactly cylindrical or octagonal to the given diameter or size called the moot using a tool similar to a pencil sharpener and called a mooting plane. The word moot was also used as a noun to describe the treenail’s diameter. Hence, when so made, it was said to be mooted. In Chatham dockyard in 1698 there were two treenail mooters to 2,593 shipwrights. It was all done by hand and must have been an extremely boring even though a highly skilled job. These days treenails are turned by lathe. The etymology of the verb to moot is unknown. Trennels were often called pags and the task of fitting and driving them, pegging off.

The Report • September 2020 • Issue 93 | 47 be treenailed alternately double The diameter of the treenail with a wedge or a crossed pair of and single unless bolts are used should not exceed one third of wedges. Once driven the head through intervening frame timbers the thickness of the plank being (outer end) of the treenail is split and, if less than eight inches width, secured and, as a rough guide and a hardwood wedge driven then the planks should be singly to sizes, planking 32 mm (1¼”) into the split with the long edge of treenailed. On planks over 100 mm thick laid on heavy grown frames the wedge lying transverse to the (4”) wide, the treenails are laid with need treenails about 16 mm (⅝”) grain of the planking. Where extra the outer edge of the drilled hole diameter or moot while 50 mm (2”) security is required and to improve three quarters of one diameter in thick planking requires treenails their holding quality, the points of from the two edges of the plank. of 22 mm (⅞”) diameter. To take the treenails are sometimes fitted On planks under 100 mm (4”) width such treenails the hole is drilled also with fox wedges on the inside the treenails are fitted alternately right through the plank and the in which they are said to be foxed either side of the centreline of the timber and the length of the or fox tailed. This latter requires plank with the distance between treenail should be such that the the holes drilled in the planking/ the outer edge of the treenail hole point lies slightly shy of protruding timbers to take the treenail to be to the edge of the timber being out of the inner side of the frame blind i.e., not drilled all the way not less than three quarters of timber. A treenail so driven that through. If done correctly this is a one treenail diameter. The heads the point or inside end is flush very efficient means of fastening of the treenails should sink about with the inside of the frame timber a wooden joint. The hole is drilled two mm (⅛”) below the surface on was said to be wood on wood or through the plank but only about varnished work to enable therm to peg and peg. Wedged or keyed two thirds to three quarters of the take a resin skim. treenails are fitted on the outside way through the frame timber

Plank Drift same diameter Head all the way through

Head Wedge Slot

Main Drift Diameter Shoulder Length Second Drift Diameter

Point Wedge Slot

Frame or timber Point Lead

Drift drilled for a Plain Wedged and Fox Wedged or a Back Wedged Treenail Drifted Treenail

Head wedge slot

d

1"

⅞d moulding Length

m/6 Toe wedge slot

siding

Blind Hole or Drift drilled Fox Wedged and Fox for a Fox Wedged Treenail Wedged Plain Treenail

Figure 19 Details of Treenails Figure 19 Details of Treenails

48 | The Report • September 2020 • Issue 93 producing a blind hole. Before the Table 5 exactly of the same size. For if treenail is inserted into the hole the Details of Treenails that is not the case, it will be point end is split and a hard wood almost impossible, without a wedge inserted. The so-called Thickness of 12 25 30 50 60 75 great deal of trouble, for even fox wedge should lie transversely Plank an expert workman to drive the to the grain of the frame timber. mm treenails. The marine surveyor The treenail is then driven home should be aware that treenailing Diameter of Drift 10 12 12 20 22 25 and the head wedges fitted as for off was often frequently mm ordinary wedged treenails. The performed by the less skilled head and point wedge slots are Width across Flats 6 7 7 8 9 10 workmen. On Scandinavian laid at right angles to each other. Eight Squared built vessels the treenails are not If driven correctly, this method of Treenail mm cross cut with slots but drilled fastening is very strong indeed and, with a small diameter hole down once fitted, a wedged treenail is Once the shipwright has started the centre which is then wedged virtually impossible to remove. If to drive the treenail he must not open with a spike or peg of shaped such a treenail is properly driven, it stop for, if he does, he will not hardwood – usually a different will draw the plank close up to the be able to start it moving again timber to that from which the timbers. If when driving a treenail, and they are the Devil’s own job treenail itself is fashioned. They are the wood through which it is driven to bore out. A treenail cracked, said to be pegged or spiked rather splits along the grain because bent or nipped between the than wedged. After fitting, a short the treenail is too tight, the wood plank and the frame due to bad time is allowed to settle the timber is said to be rent. Such rents or driving was said to be necked and and then the ends of the treenails rendings are very difficult to caulk must - often with some difficulty extending outside the surface of or chinse especially so in softwood - be drilled out and replaced. The the hull are dubbed off leaving a planking. Where the timbers treenail should be about ¾ mm smooth surface. When pegging are laid in pairs i.e., sistered, the (1/32”) greater in diameter than treenails or driving spikes the treenails are fitted at each frame the drilled hole. To ease entry marine surveyor should be aware of with one treenail fitted into each and the driving of the treenail the the following points: sister. The length of the treenail toe is slightly chamfered and the that actually grips the wood treenail dipped in linseed oil. The • the form of the point of the through which it is driven is called treenails should be made from common spike is such that it its drift. Long treenails could be well open air seasoned wood and inclines not to follow the hole. best driven with two drifts instead should be made and driven with of one - the hole being bored accuracy and care. They should • spikes driven close to the with two augers of different sizes, be properly rounded and of equal holes, but not into them, instead of one. To improve the grip diameter from the point to within will have their withdrawal of the plank the treenails are often a quarter of their length from the resistance lowered. dovetailed i.e., with the point of head where they should begin to the treenails leading alternately swell a little. When treenailing off • if the holes are not too large forward and aft3. (or pegging off as it was sometimes and the spikes follow the called) the bottom and topsides, it holes closely, the resistance was the general custom to double to withdrawal usually will be bore each timber on the breadth increased. Surveying tipS: of a strake if it exceeded 10 inches The marine surveyor and to double and single bore all • if the pegs or spikes do not is recommended to narrow strakes; that is, to double follow the holes, the resistance look carefully at the bore one timber and single bore the to withdrawal may be greatly treenails to see that next alternately. One thing which reduced. they are not driven from both should be particularly attended to inside and out in the same by marine surveyor at this time, is • the driven end of the treenail holes, that they do not check to see that all the augers for any is usually slightly reduced in the plank and are properly particular part of the vessel are diameter to form a lead. wedged on both ends.

3. It is fancied by some that one of the factors that resulted in the general superiority of the The author does not Royal Navy over the French in Napoleonic times was that the British ships were fastened with recommend round treenails - treenails which were stronger and lighter and the French ships were fastened with iron spikes the best form for every purpose resulting in much weakness due to nail sickness. A moot point but see Dr. Sam Wlillis’ Hearts of Oak trilogy. When the author as a young man was working as a shipwright the gang was being eight square - whether given orders to break up two old badly rotted wooden lighters, which had been fastened by hand or machine made. fox wedged treenails. They also had hooked wedged scarphs in the keel and other longitudinal timbers. It was found impossible to break the vessels up and, eventually, to get rid of them, they had, with much difficulty, to be burned.

The Report • September 2020 • Issue 93 | 49 CyberCyber SecuritySecurity && ShipsShips Do we understand | Are we preparing | Can we sustain

By Capt Ruchin C Dayal FIIMS

With widely reported cyber-attacks on networks of mega shipping companies like Maersk and Anglo Eastern, cyber security awareness and the run to compliance is gaining momentum.

The maritime industry has been overtaken by technology, and while we are struggling to come to terms with it, cyber-attacks on maritime infrastructure are gaining critical momentum. In this article, I have tried to identify some of the vulnerabilities existing onboard merchant ships, analyse them and look at the road ahead.

50 | The Report • September 2020 • Issue 93 The Challenges The Mind-Set

Geographical isolation exposes and it enables communication in community, but it must be taken mariners to a set of unique challenges situations of emergency and distress. seriously to avoid catastrophic such as navigating through rough consequences. Cyber risks can be waters, onboard multi-tasking, Unfortunately, any type of technology managed by applying logical and liaising with authorities and even has the potential to be used for technical controls, unfortunately evading pirate attacks. Technology on malicious purposes. Cyber security changing the mindset of an ships plays a significant role to help awareness and culture is relatively already tired ship crew is often the maneuvering through these conditions new on the agenda of the maritime biggest challenge.

The Report • September 2020 • Issue 93 | 51 cyber environment Let’s start at the beginning! is a BAD IDEA. As recommended by First things first – what is IT BIMCO, it may be and what is OT? essential to have an experienced To put it simply – software and third party to assess hardware, where the output is cyber security risks data, such as communication by onboard ships. way of speech, text (email, records, accounts, etc) can be termed as The Ship Staff Information Technology or IT. Onboard examples include onboard How many computers and accessories, readers have been emailing systems, calling systems, receiving seemingly accounting systems, etc. unrelated mails in their accounts? On the other hand, software and Mails declaring hardware, where the output is winners and asking action (closing of valves, alarms, for addresses of balancing power loads, etc.) bank accounts to can be termed as Operational make deposits are Technology or OT. Onboard not uncommon, examples include ECDIS, Power however, casual Management, Integrated social-media Automation System of engine behavior is making (SCADA). Consider an air- targeted phishing conditioner, the thermocouple Ship Managing & Budgets relatively easy. sensing the temperature of input With the internet available to the crew all air will regulate the start and stop Almost all the merchant the time, fresh challenges have emerged of the compressor. Simple PLC navy fleet comprises of a in the already crowded security landscape (programmable logic controller) multi-vendor IT, OT and – personalized mails, often quoting very operation – code or firmware ICS environment; each private information are finding their way enabling this action is OT. Or vendor using hardware and into individual mailboxes. Hardworking take the example of a washing software to accomplish but poorly informed crew are finding their machine, where a sequence of assigned scope, with no minds getting overwhelmed by these events is controlled for the cycle bearing on scalability, mails. The combination of hard-work and a selected – stop water, open overall compatibility or the disturbed mind can be lethal – for the crew soap, start rinsing and so on – all existing and future security. as well as for the safety of the ship. Many controlled by PLC code. With passage of time, companies have adopted a “responsible vessels tend to significantly social media policy”, within the existing SMS OT systems in the engine room are start looking different in documentation, which is a great idea, but often referred to as ICS – Industrial networks and cabling to hard to implement. Control Systems and are critical to when they were delivered. shipboard operations. Seldom are network plans updated, nor is there an While both IT and OT are using inventory of the physical code (software), their outputs are network paraphernalia nor different. What do we do when of the software being used our laptop hangs? Most often than onboard. In a few ships not we restart the machine, with where managers have windows autosaving our work, we been careful to implement can retrieve most of the data we are some sort of order for the working on, however, OT systems onboard IT, the control and are online and critical to the integrity of maintained safety of the vessel. Can we simply data is grossly erroneous restart the ECDIS or the steering and is often devoid of any gear, especially when in enclosed OT and ICS elements. waters? Of course not, and hence the criticality of ensuring that these Expecting the office IT team systems perform seamlessly each to understand the onboard time and every time, ALWAYS.

52 | The Report • September 2020 • Issue 93 Let us try and list out some of the common OT systems onboard and understand their vulnerability

Vulnerabilities are inherent weaknesses or flaws in a system that have the potential to be exploited by malicious parties, in the form of a threat.

The Global Positioning System emergency response, and traffic (GPS) or the Global Navigational control. However, disrupting or Satellite System (GNSS) manipulating GPS signals is fairly simple. INTERTANKO has recognised Many critical systems on board this risk and published an advisory rely on the Global Navigation document in 2019, where there is Satellite System (GNSS) for safe extensive information on jamming navigation, communication, and spoofing of the GPS signals.

The Report • September 2020 • Issue 93 | 53 It may be noted that Jamming AIS – Automatic of the system. Making decisions of a GPS signal, where the GPS is Identification System based on potentially incorrect unable to show a position is fairly information can have catastrophic easy to detect but it is difficult The Automatic Identification results. Furthermore, AIS data is to detect a spoofing attack, System (AIS) is a ship to ship and publicly available via websites and where the position may only be shore radiobroadcasting system, apps such as Vessel Finder, Marine marginally in error, nonetheless using VHF (Very High Frequency). Traffic and Equasis; this brings slowly but surely misleading every Working on a hand-shake about another set of problems, instrument connected to the set. principle, the AIS provides data where the position and route of the This kind of an attack used to be a of experienced traffic and feeds ships becomes public knowledge war-time remedy for enemy fleets, the radar and ECDIS, making the and is ripe for a targeted attacker. however, there is ready technology environment more meaningful. available for using this in most As a practice (right or wrong), it is ECDIS – Electronic Chart Display parts of the world. routinely used to establish radio Information System contact with oncoming targets in Manipulated Global Positioning high traffic density areas. AIS is also The Electronic Chart Display System (GPS) signals have caused used in Vessel Traffic Services (VTS), Information System (ECDIS) collisions, groundings, and search and rescue operations (SAR) has revolutionised modern day environmental disasters. Hence and accident investigation. Integrity navigation and is mandated imperative that while technology of the transmitted information is by the IMO for all commercial has eased up the position fixing critical to situational awareness and vessels. The challenge with the environment on the bridge, we collision avoidance at sea. system is that it uses electronic understand its limitations and do charts which need to be up to not replace the good old radar AIS transponders communicate date; while the corrections/ bearing and distance fixes or the over the air without any corrected charts can be parallel indexing techniques. authentication or integrity received over the internet, the checks. This vulnerability can be exposure this creates can have a As a best practice, compare the easily exploited by introducing debilitating effect on the vessels position on the GPS set itself and supplementary signals via a primary element – Navigation. that on the ECDIS or Radar – should Software Defined Radio (SDR) and Most companies are aware of be done at-least once a watch in place fake “man-in-water” beacons, this glaring vulnerability and open sea conditions and every hour rendering the ship invisible or have established adequate SOP’s when coasting. corrupting the information signals for handling the process.

54 | The Report • September 2020 • Issue 93 many of the standard makers have their own firewalls or VPNs as a standard accessory, there are many who have neglected basic security precautions to make way for crisper budgets. More often than not, an array of devices and protocols from different vendors and technological eras are often “bolted together” to produce an integrated automation system. It is crucial for integrators, implementers, and operators of ICS to understand the system’s limitations and the vulnerabilities of its components and protocols.

A major concern is that operators and engineers routinely bypass security for convenience and efficiency, which could However, ships continue to parameters onboard, including have a very serious effect on the entire experience ECDIS failures attributed temperature, pressure, level, organisation. This behaviour is mostly to this vulnerability. Additionally, viscosity, flow control, speed, torque, attributed to the lack of awareness and more often than not, ECDIS software voltage, current, etc. However, the competence, the commercial pressures is run on legacy operating systems process of inter-connecting many (time and money) and unfortunately to like Windows XP, which are no longer of these systems, without much plain non-adherence to security policies supported; with sensory feeds concern for any cyber security (unforgivable). coming in from a multitude of other elements, ends up producing a onboard systems such as Radar, highly automated albeit vulnerable VSAT – Very Small Navtex, AIS, etc, each operating environment. Furthermore, most Aperture Terminal within their own OS, a wide surface of these ICS are based on outdated for a compromise is created. operating systems like Windows A Very Small Aperture Terminal XP and Windows Server 2000. It (VSAT) is a communications station ICS – Industrial Control Systems is surprising that even Industry used to send and receive data via leaders like Kawasaki Man and ABB, a satellite network. VSATs enable a Onboard Industrial Control amongst others are still using these range of communication and safety Systems (ICS) form the basis legacy systems on ships delivered as services including GMDSS, ECDIS, AIS, for automation in modern day recently as 2019. phone, internet, cargo management, shipping. Use of an ICS reduces vessel routing, crew welfare, and man-power requirements, hence Much of the onboard ICS network is weather forecast. Most of the VSAT reduces human errors, increases connected to the vessels ethernet IP’s stand exposed to open internet efficiency and prolongs equipment network for onward transmission and coupled with default passwords life. ICS controls and monitors key of data to vendors, office, etc. While being persisted with, are open to attack. This holds true even for ships delivered in 2020. Hence, while the ships geographic location is available via AIS aggregators, this vulnerability of the VSAT invites hackers to get into VSAT interfaces and make available all the details of the hardware in use.

Furthermore, vendors generally publish default credentials on their websites and many terminals run with unchanged default factory settings, for years, including administrator usernames and passwords. Once an attacker finds an open VSAT interface, they can upload malicious software and compromise the network, enabling access to critical control systems.

The Report • September 2020 • Issue 93 | 55 Countermeasures The concept of cyber security is novel to many maritime stake holders, and it is timely to raise awareness about the existing countermeasures. IMO Res 428 mandates that cyber security elements need to be addressed and integrated with the company safety management system no later than the first renewal verification for DOC after st1 Jan 2021. Industry guidelines from BIMCO, complemented by the BIMCO onboard guide and workbook provide perspective to the compliance requirements of Res 428/MSC-FAL.1/Circ. 3.

It is essential for companies to earmark commensurate budgets for engaging professionals to work with the inhouse ship managers as well as with the office IT team.

Defence-in-depth be integrated with their present-day It is important to understand safety management systems. that securing the maritime Cyber Security is a long-term cyber environment “in depth” management commitment with The notion that a cyber Security creates an all-encompassing commensurate budgets. Every Solution can be bought off the shelf is protection mantle and builds organisation must adopt custom a myth, and nor can a single solution resilience to external and made cyber processes which can work for every organisation. internal threats. This layered

56 | The Report • September 2020 • Issue 93 approach is depicted in Recommendations the adjoining figure and & Deliberations includes procedural and technical A. The need of the hour is a countermeasures Cyber Security Program on each layer. integrating the following:

1. The Policy 1. Philosophy Document: Defence begins The basis of the framework: with the IMO Res 428/MSC-FAL Circ. organisation’s 3, The ISO 27001 standard, leadership, NIST, BIMCO/Industry where strategies Guidelines, Class guidelines, are formed, etc; pragmatically combining and policies are elements to culminate in made. These policy policy making, establishing statements must be scope, purpose and objectives, exhaustive, covering risk assessment and anti-malware software, application of controls. information classification, OT firmware patching, 2. Technology remote access protocols, application patching 6. Culture: Imperative that Hands-on knowhow of amongst a host of others. the management stays shipboard and office 2. The Implementation: committed to establishing, networks (IT and OT) within Policies must be backed implementing and sustaining relevant context | adequate up by the plan for a cyber hygiene culture. This experience in integrating implementation, which will must be a long-term initiative shipboard processes with include Role Development, and the process of change is technology | Development Procedures and records. often sluggish and slow. and deployment of a cyber 3. Access Control: 7. Develop a system of Internal security management tool. Physical measures to and External Audits: prevent unauthorised A necessity for any system, 3. Trade personnel from gaining dynamic analysis of audit access into a vessel and to IT data will help in modifying Integrating the Philosophy and OT onboard elements. processes, addressing gaps and Technology with the 4. Network Rationalisation and assist in continually nuances of ship operation and and Segregation: improving the system. management, in a pragmatic, Establish the physical practical and sustainable layout and condition of manner, with the appropriate the shipboard network – cost to benefit to risk ratio. produce logical and physical network plans. Segregate B. Management team IT and OT networks by for cyber security establishing an IDMZ. Establish relevant Many companies redundancies. who may have designed 5. Training: and implemented their None of the above safety management will work if the systems in the past and Master and crew have a fairly decent do not have basic sized IT cell, are in the knowledge for process of establishing correctly using a cyber security of technology and management system equipment (IT and entirely in-house. While OT), understand the this may seem like a logical existing vulnerabilities and solution, it really is not the ideal appreciate the threat and one, for several reasons; let me risk in the current landscape. list out a couple.

The Report • September 2020 • Issue 93 | 57 1. Barring a few, IT professionals design of the system should be are, by and large, concerned such that it works for the ship- with hardware and software staff rather than the ship-staff relating to solving day to working for the system. The day information processing cyber security program must challenges. Writing code for be inculcated in the seafarer’s custom software, maintenance culture. IT professionals cannot Conclusion of code, setting up remote be expected to understand this I would like to conclude with sharing and meeting systems, culture, let alone designing a request to the men in- sifting thru software products, something to integrate with it. charge, the decision makers etc. is usually their forte. They – the Company Chairmen, are not seafarers and seldom Hence, Establishing, Implementing Presidents, General Managers, appreciate the nuances and sustenance of an efficient and Technical Superintendents, of the day to day ship life. effective cyber security system must DPAs, CySO’s, involved in Furthermore, it’s just not fair to be entrusted to an independent ship management – Please expect them to understand the dedicated team with commensurate recognise the risk landscape working of onboard ICS. marine and technological of today, when shipboard From an organisational professional qualifications. One of connectivity is relatively environment point of view, the prime requirements of engaging slow and appreciate the it is rather difficult to accept with a professional vendor should be situation in the future when vulnerabilities within systems certification under ISO 9001 & 27001. the connection speeds pick and processes designed by up. Ships satellite terminals ourselves, isn’t it? C. Customised Training will become sitting ducks of Ship Staff for cybercrime. Furthermore, 2. A management system must technology and information comprise of policies, roles, Develop custom training material, overload is an overwhelming procedures and records as relating to onboard equipment. experience for the seafarer; a a minimum, and has to be I strongly recommend a one-day co-mingling of professional auditable for compliance networking training program roles and social expectations via objective evidences, for deck officers and engineers, are draining the emotionally however, the balance which includes practical fragile sailing men and women. between actual compliance training – making contact with Urgently addressing their and evidence of compliance shore support and following training needs and responsible must be established in a bold, instructions on remote sessions, self-regulation of social media pragmatic and sustainable understanding network designs behaviour by knowledge manner. With enough on the and basic trouble shooting. empowerment is the need of plate of the ship-staff, adding the day. Do not adopt a system additional duties and records Establish a system of onboard for complying with statutes, by way of checklists, forms, drills and exercises along rather develop a culture, wherein entrees, etc, will not go down with digitised training, in line statutes are complied with well with them and the process with company’s competence naturally and organically. Please will falter at the very start. The management systems. act today. Act now!!!

About the writer Capt Ruchin C Dayal Master Mariner-MMI, India Captain Dayal is the CEO AMS-SAMS(USA), FIIMS-UK, AFNI-London, MAIMS-Australia of eDOT Solutions, which designs, implements and manages Cyber Security Solutions for ship owners and managers. | +91 832 2501715 www.edot-solutions.com | www.marisafe.net | [email protected]

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The Report • September 2020 • Issue 93 | 59 Decarbonizing shipping: by Christos Chryssakis Business Development Manager the role of at DNV GL – Maritime Internal combustion engines (ICEs) represent internal the dominant technology in marine propulsion today. If ICEs are to play a role in the decarbonization of shipping, combustion suppliers, regulators, shipowners and engine manufacturers will have to agree on viable alternatives engines to carbon-based fuel.

60 | The Report • September 2020 • Issue 93 With the current focus on alternative marine power sources, it’s easy to overlook the overwhelmingly dominant position of the internal combustion engine, or ICE, in marine propulsion. The marine two-stroke ICE is so well proven and so well established that it will continue to have a central place in ship propulsion for decades to come.

If demands for decarbonization in shipping are to be met, the question then becomes one of fuel; which fuels can be green enough, and available soon enough, to satisfy stricter emissions regulations, and how will engine makers adapt to the new norm of fossil-free fuel?

Making the ICE transition

“All the big engine makers are looking at alternative solutions, everything from energy sources to engine technology,” says Christos Internal combustion engines can burn nearly any type of fuel but Chryssakis, Business Development manufacturers must have some certainty where to invest their resources. Manager at DNV GL – Maritime.

Chryssakis believes that internal combustion power will be the critical mass in low-carbon fuels to The emergence of dominant force in shipping for reach the IMO emissions targets ammonia as fuel the next 20–30 years, due both for 2050, he says. These targets to the development timelines for stipulate a 50 per cent reduction Already a familiar industrial alternative power solutions and in greenhouse gas emissions and commodity, ammonia is one fuel to the time it will take for those a 70 per cent reduction in carbon alternative steadily attracting more solutions to become a force in the intensity by 2050. “Some of this interest in the industry. “Ammonia marine market. will be achieved through efficiency is a good way of storing hydrogen, measures, but the rest will have to but it has different handling “In the meantime, if we manage to come from alternative fuels.” requirements than natural gas,” find good alternative fuels, ICEs can Chryssakis says. Ammonia takes up compete,” he says. “The big two- The role of DNV GL will be to provide less space than hydrogen, but it is stroke engines are close to efficiency fact-based figures on how much both toxic and corrosive. Existing limits, but gains can be made in fuel is needed and how it will be class rules for ammonia as a cargo other energy efficiency technology produced. “We are now updating our and as a refrigerant are a good that will open the way for smaller energy transition model based on starting point for developing rules engines consuming less fuel.” the latest learning and regulations,” for ammonia as a fuel, he says, but says Chryssakis. emissions still represent a challenge. Finding the right ICE fuels “The technology required to burn While markets and regulations will ammonia in an internal combustion So what is the right combustion dictate price, another key issue is engine is still being refined.” fuel for the future? “That is the big how fuels are produced. “Alternative question,” Chryssakis confirms. “It fuels have to be produced with Emissions from combusted is still open to discussion, but we renewable energy and in a ammonia may contain a high are learning a lot about some of sustainable manner or they will amount of nitrous oxide (N2O), a the more likely options.” While still ultimately not help to reduce the powerful greenhouse gas, even searching for the right solution, overall carbon footprint,” Chryssakis small amounts of which present a shipping will soon need to achieve points out. risk to the environment. “We might

The Report • September 2020 • Issue 93 | 61 be able to clean this exhaust, but The case for bridge fuels better under constant loads, so the technology is not proven.” Small they need batteries to even out amounts of unspent ammonia may Despite its status as a fossil fuel, consumption.” Then there are the also be emitted, Chryssakis says. LNG should not be discounted issues of fuel access and storage to “Anything over 30 ppm locally can as a short and medium-term resolve, as well as fuel production be dangerous, and as little as 5 ppm solution, Chryssakis maintains. methods. Fuel cell life expectancy can be smelled.” “LNG can contribute a 15–20 per also remains a significant variable, cent greenhouse gas emissions he notes. Chryssakis mentions the option reduction, and it can also serve as of ammonia tankers burning their a basis for using other fuels in the The relative attractiveness of cargo as fuel, much the same future. Evolving engine technology different power solutions will as modern LNG tankers do. But could also reduce methane slip from vary between segments as well, this technology will first gather LNG.” All engine makers are working Chryssakis says. “For example, momentum in newbuilds, he to resolve this issue, he points out. cruise passengers might be maintains, while regulations and “No one wants to risk stranded willing to pay a premium for contracts favouring sustainable assets of ships unable to sail cleaner ships. But how quickly are power will drive retrofits. The cost because of emissions restrictions.” consumer attitudes changing in of producing ammonia will also the same direction?” That being influence decisions. If so-called bridge fuels are said, charterers and owners in abandoned, he says, the alternative the transport trade are becoming A host of green ICE alternatives is to continue burning oil while in more attentive as consumer pursuit of the “perfect” solution. sentiment shifts towards green Burning hydrogen in combustion “But we cannot bet safely today on alternatives, and they are actively engines is another option, says a solution that will not be available seeking alternatives, he confirms. Chryssakis. And though hydrogen until 2035 or 2045. It is better contains no carbon atoms, to work with what we have, and “We have a zero-emission strategy, and thus emits no CO2 when concentrate on building a future- but we must also be prepared for consumed, it is often produced proof infrastructure that can match markets to evolve. Many in the using natural gas. Hydrogen can future ships.” industry want to follow their hearts be used to partly replace LNG in one direction or another, but we in combustion engines, thereby With internal combustion do not know enough about the reducing their carbon footprint. technology providing the highest right direction yet.” efficiency for decades to come, Biofuels have long been considered LNG is a key bridge fuel as the Keeping ICE options open an alternative to petroleum-based search for a feasible carbon- fuel, but producing them at scale neutral alternative continues. “Right now we are still in the remains an issue. “Large-scale phase where we need to explore production, including facilities, Competition to ICEs all available options for ICEs. The has not performed well enough most important thing is not to close to justify realization, either With internal combustion doors too early. We can experiment economically or technically,” says technology providing the highest today with what is available until Chryssakis. “For example, if it takes efficiency for decades to come, the best alternative emerges,” 50 years for a forest to mature, and LNG is a key bridge fuel as the says Chryssakis. only two per cent can be harvested search for a feasible carbon- annually if we are to ensure neutral alternative continues. ICEs can accommodate nearly regeneration, that would limit all types of fuel, he says, but access to sustainable feedstock.” Chryssakis notes that batteries the market must be ready or with currently available manufacturers will not be able to Synthetic fuels can use the same chemistries are approaching the justify committing their design infrastructure and engines as physical limits of energy storage. capacity. “There are so many balls petroleum fuels, but they will need “New storage chemistries may in the air now that stakeholders are to be produced from renewable emerge that can offer tenfold facing very complicated decisions,” energy in order to qualify as green. improvement, but they are still Aabo acknowledges. In such an “The issues right now are scaling up not proven on a commercial scale, environment, engine manufacturers production, and identifying suitable and probably the first applications believe they can offer a robust energy sources,” Chryssakis says. “For will be seen in automobiles, not option. “We know that ICEs will example, it has been estimated that large units like ships.” provide the highest efficiency we would need 8 km2 of solar panels possible in the foreseeable future. to produce enough ammonia to Fuel cells are more suited than Unless something completely operate one large container vessel batteries when size is an issue, unexpected turns up, ICEs will be for a single year.” he says. “But they perform around for many years.”

62 | The Report • September 2020 • Issue 93 Search and Rescue Algorithm identifies hidden “traps” in by Jennifer Chu MIT - Massachusetts ocean waters Institute of Technology New method may help quickly identify regions where objects -- and missing people -- may have converged.

The ocean is a messy and turbulent The team demonstrated the uses data in a way that it hasn’t space, where winds and weather technique in several field been used before, so it provides first kick up waves in all directions. When experiments in which they deployed responders with a new perspective.” an object or person goes missing drifters and human-shaped at sea, the complex, constantly manikins in various locations in the Peacock and Pierre Lermusiaux, changing conditions of the ocean ocean. They found that over the also a professor of mechanical can confound and delay critical course of a few hours, the objects engineering at MIT, who oversaw the search-and-rescue operations. migrated to the regions that the project, and their colleagues report algorithm predicted would be their results in a study published Now researchers at MIT, the strongly attracting, based on the today in the journal Nature Swiss Federal Institute of present ocean conditions. Communications. Their coauthors Technology (ETH), the Woods Hole are lead author Mattia Serra and Oceanographic Institution (WHOI), The algorithm can be applied to corresponding author George Haller and Virginia Tech have developed a existing models of ocean conditions of ETH Zurich, Irina Rypina and technique that they hope will help in a way that allows rescue teams Anthony Kirincich of WHOI, Shane first responders quickly zero in on to quickly uncover hidden “traps” Ross of Virginia Tech, Arthur Allen regions of the sea where missing where the ocean may be steering of the U.S. Coast Guard, and Pratik objects or people are likely to be. missing people at a given time. Sathe of the University of California at Los Angeles. The technique is a new algorithm “This new tool we’ve provided can that analyzes ocean conditions such be run on various models to see Hidden traps as the strength and direction of where these traps are predicted ocean currents, surface winds, and to be, and thus the most likely Today’s search-and-rescue waves , and identifies in real-time locations for a stranded vessel operations combine weather the most attracting regions of the or missing person,” says Thomas forecasts with models of both ocean ocean where floating objects are Peacock, professor of mechanical dynamics and the ways in which likely to converge. engineering at MIT. “This method objects can drift through the ocean,

The Report • September 2020 • Issue 93 | 63 to map out a search plan, or regions involve integrating snapshots of theory, developed by Serra and where teams should concentrate the ocean velocity due to waves Haller at ETH Zurich, to uncover their search. and currents to slowly generate an hidden attracting structures in uncertain trajectory for where a highly unsteady flow data. But the ocean is a complicated space missing person or object may have of unsteady, ever-changing flow been carried. “We were a bit skeptical whether patterns. Coupled with the fact that a mathematical theory like this a missing person has likely been The new Eulerian approach uses would work out on a ship, in real continuously floating through this the most reliable velocity forecast time,” Haller says. “We were all unsteady flow field for some time, snapshots, close to the point where pleasantly surprised to see how well Peacock and his colleagues say that a missing person or object was it repeatedly did.” significant errors can accumulate last seen, and quickly uncovers in predicting where to look first, the most attracting regions of the “We can think of these ‘traps’ as when using a simple approach that ocean at a given time. These Eulerian moving magnets, attracting a directly predicts the trajectories of a predictions are then continuously set of coins thrown on a table. few drifting objects. updated when the next batch The Lagrangian trajectories of of updated velocity information coins are very uncertain, yet Instead, the team developed a becomes available. the strongest Eulerian magnets method to interpret the ocean’s predict the coin positions over complex flows using advanced, The team has named their approach short times,” Serra says. data-driven ocean modeling and TRAPS, for its goal of identifying prediction systems. They used TRansient Attracting Profiles, or “The key thing is, the traps may not a novel “Eulerian” approach, in short-lived regions where water have any signature in the ocean contrast to more commonly used may converge and be likely to pull current field,” Peacock adds. “If you “Lagrangian” approaches — objects or people. The method is do this processing for the traps, mathematical techniques that based on a recent mathematical they might pop up in very different

Image courtesy of the researchers/http://news.mit.edu/

A new MIT-developed search-and-rescue algorithm identifies hidden “traps” in ocean waters. The method may help quickly identify regions where objects — and missing people — may have converged.

64 | The Report • September 2020 • Issue 93 Image courtesy of the researchers/http://news.mit.edu/

The team demonstrated the technique in several field experiments in which they deployed drifters and human-sized mannequins in various locations in the ocean. They found that over the course of a few hours, the objects migrated to the regions that the algorithm predicted would be strongly attracting, based on the present ocean conditions.

places from where you’re seeing are so strongly attracting and search-and-rescue algorithms, and the ocean current projecting robust to uncertainties that they potentially save many more people where you might go. So you have should overcome these differences lost at sea. to do this other level of processing and pull everything onto them.” to pull out these structures. “People like Coast Guard are They’re not immediately visible.” The team ran their modeling and constantly running simulations and prediction systems, forecasting the models of what the ocean currents Out at sea ocean’s behavior and currents, and are doing at any particular time used the TRAPS algorithm to map and they’re updating them with the Led by WHOI sea-going experts, out strongly attracting regions over best data that inform that model,” the researchers tested the the course of the experiment. The Peacock says. “Using this method, TRAPS approach in several researchers let the objects drift they can have knowledge right now experiments out at sea. “As with freely with the currents for a few of where the traps currently are, any new theoretical technique, it is hours, and recorded their positions with the data they have available. important to test how well it works via GPS trackers, before retrieving So if there’s an accident in the last in the real ocean,” Rypina says. the objects at the end of the day. hour, they can immediately look and see where the sea traps are. In 2017 and 2018, the team sailed “With the GPS trackers, we could That’s important for when there’s a small research vessel several see where everything was going, a limited time window in which hours out off the coast of Martha’s in real-time,” Peacock says. “So we they have to respond, in hopes of a Vineyard, where they deployed at laid out this initial, widespread successful outcome.” various locations, an array of small pattern of the drifters, and saw round buoys, and manikins. that, in the end, they converged This research was primarily on these traps.” funded by the National Science “These objects tend to travel Foundation’s Hazards SEES differently relative to the ocean The researchers are planning to program, with additional because different shapes feel the share the TRAPS method with support from the Office of wind and currents differently,” first responders such as the U.S. Naval Research and the German Peacock says. “Even so, the traps Coast Guard, as a way to speed up National Science Foundation.

The Report • September 2020 • Issue 93 | 65 The Making of the new Norwegian ice-breaking research vessel RV Kronprins Haakon By Jan Bremnes With thanks to Øystein Mikelborg, Per Wilhelm Nieuwejaar and Einar Vegsund for their contribution to this article.

This article was first published at hydro-international.com. This photo from www.npolar.no

Norway is a maritime country with a very long coastline, plus it is very much a polar nation with 80% of its sea territory and 45% of its land mass north of the Arctic circle. It is the only country with territorial claims both in the Arctic and the Antarctic. In spite of this, Norway has not had a purpose-built polar research vessel since Roald Amundsen’s Maud (1917), having instead relied on converted commercial vessels for such purposes. That has all changed, however, now that Kronprins Haakon has come into service. This article provides insight into the making of this new multi-purpose research vessel.

66 | The Report • September 2020 • Issue 93 Crows nest Scientific observation deck Helicopter facilities • Trawling Cargo elevator • ROV/AUV • MEBO drill rig • Coring Large high- • 2D/3D seismic capacity crane for • Towed vehicles logistic support

Multi discipline laboratory facilities «Scientific hangar» With access over the side or through moonpool Open working deck Space for logistic- with low freeboard and lab-containers and easy access over the side

Kronprins Haakon was a long time in the making. The design contract was awarded to Rolls Royce Marine in 2008, but it was not until 2013 that the Norwegian Parliament allotted €145 million for the construction and outfitting of the vessel.

Year-round Operations hangar and the landing platform France Giant Calypso corer and in the bow area. The vessel is other instruments for sampling Kronprins Haakon is a multi- designed with a large open work the water column or the seafloor. purpose research vessel built deck where the stern is formed There is also a separate CTD according to the new Polar Code like a stern trawler. In addition to hangar for water samples next to as a PC3 Ice-breaker class ship, ‘ice gallows’, trawl winches have the main hangar. The Norwegian suitable for year-round operations been installed for both pelagic company Seaonics has delivered in multi-year ice. The Norwegian and bottom trawling, enabling the complete state-of-the-art handling Polar Institute, the Institute of vessel to trawl in both open and equipment for extreme conditions, Marine Research, and the University ice-covered waters. On the port and the package includes winches, of Tromsø will use her jointly, side of the stern there is a hangar cursor system for safe moon pool mainly in the Arctic, but also in the for deploying the Hugin AUV. deployment of ROV and scientific Antarctic. equipment, deck cranes, and With its 100 metres (330 feet) The work deck also has facilities for overboard systems, including in length and 21 metres (70 seismic operations and a seafloor A-frames and launch and recovery feet) breadth, the vessel caters drill rig, such as the MeBo driller, systems (LARS). for up to 55 persons, including and with its grid of container scientists, researchers, students fixing points it can deploy, tow On-board laboratories and crew members. It will be a and recover a variety of mobile good observation platform for equipment and towed vehicles, Inside the ship there are 15 researchers for their work under using the A-frame installed at the laboratories for the researchers on extreme climate conditions. The stern. scientific cruises, including Wet ship is a multi-purpose vessel that Geology/Benthos laboratories covers different fields of research Handling Equipment for analysing coring samples, work such as stock assessment, ice samples and to determine oceanography, geophysics, marine In front of the working deck there invertebrate species composition, biology and marine geology. is the main hangar, with a 3 x 4m abundance and size from benthic moon pool and opening to the sediments, and an isotopic lab to The vessel is designed to carry two starboard side, for deployment of monitor radioactive contamination helicopters, with the helicopter ROVs such as the Ægir6000, Kley (gamma and beta emitters) in the

The Report • September 2020 • Issue 93 | 67 The cursor system for deployment through the moon pool environment and an environment for extreme force when breaking signature, and a huge effort was toxicology laboratory to study the ice. Head of design at Rolls-Royce made to optimise the system and harmful effects of various chemical, Marine, Mr Einar Vegsund, was make it acceptable (propeller, biological and physical agents on responsible for the design of electric motors, steering gear etc.). living organisms. There are also Kronprins Haakon, and says the laboratories to examine water following about his work on this The new RV Kronprins Haakon samples, collections from plankton design: is ice classed according to PC-3 net and fish collected from the ICE-BREAKER notation and the trawl. Most of the laboratories are “Noise signature and air bubble propellers must have the strength located on the 3rd deck, which sweep down is a challenging to ‘eat’ ice of 1.5m thickness. The is the same as the working deck, task for all oceanographic vessel is equipped with two ducted, to make the workflow as easy as research vessels and even more 5-bladed fixed pitch propellers with possible. To store and conserve challenging for ice-going vessels a diameter of 4,500mm and has samples during the cruise there are since the hull and propulsion been designed to be free of sheet four cooler rooms and two freezer systems must be designed to cavitation at speed up to 11 knots. rooms. In addition, there is space meet the extreme environmental for three container laboratories conditions in polar areas. Design propellers have been tested outside on the work deck. The and verified in the large HYKAT vessel also hosts an auditorium As ship designers, we have to cavitation tank at HSVA, Germany. for 50 persons and a separate balance several contradictory Other machinery and auxiliary education lab. On the 9th deck, requirements and find the systems have been designed above the bridge, there is an optimum balance between according to low noise principles observation room for sea mammal efficiency, noise, ice-breaking being resiliently mounted on well- and bird observations. capability, redundancy, reliability, stiffened foundations. manoeuvrability, seakeeping, etc. Contradictory requirements A high number of acoustic sensors The main source of underwater are hull mounted in the forward Designing a research ice-breaker is radiated noise is normally the part of the vessel and exposed to not an easy task. On the one hand, propellers. Due to the requirements disturbances from air and particles you have the demand for a silent for manoeuvrability in ice-covered generated by the bow as it pierces vessel with minimum Underwater areas an azimuthing type of the water and waves. In order to Radiated Noise (URN) and bubble- propulsion system was selected, avoid damage to the sensors from free zones for all transducers, and even though this is not the type ice they are flush mounted and on the other, there is the need of system with the lowest noise protected by titanium windows.

68 | The Report • September 2020 • Issue 93 Any piece of equipment protruding be provided by the state-of-the-art Two keels the hull will be damaged when the and industry standard HiPAP 501 vessel is ice-breaking and therefore system. Also part of the delivery is Also unique to the Kronprins Haakon no gondola or appendix is allowed. the KM series of Simrad scientific is its ability to collect scientific data The hull itself has an extreme systems, including a new EK80 both when operating in ice and requirement for smoothness and wideband split beam fisheries in open waters. To achieve this, welded connections are grinded acoustics system, modern scientific the vessel is equipped with two to avoid vortexes. The vessel is multibeam systems ME70 (looking retractable keels (drop keels) that also designed with a carefully downwards) and MS70 (looking secure an optimal environment for designed keel diverting the sideways), and omnidirectional the acoustic instruments. Two drop water flow from the bow away sonar SH90 in addition to the new keels are needed because there is not from the sensors at the bottom SU90 that can detect and track enough space for all the equipment of the hull. Computational Fluid biology for several kilometres in one keel. The port drop keel Dynamics (CFD) software are around the vessel. Kronprins contains: ADCP 38 kHz and EM 710. probably the best tool to use when Haakon also carries the new The starboard drop keel contains: investigating details of hull design Simrad FX80 trawl monitoring EK 80, MS 70, ME 79, ADCP 150 kHz. and arrangement of hydroacoustic system, which can provide a live However, as the drop keels cannot be sensors and Rolls-Royce used this camera feed from the vessel’s deployed when the vessel is breaking actively during the entire ship sampling trawl. ice, the Kronprins Haakon also carries design process.” an additional acoustic package of Unlike other existing research flush mounted EK 80 echosounders ice-breakers, the Kronprins in ice protected arctic tanks, so data Acoustics package Haakon is designed and can be collected even when the equipped with acoustics that vessel is operating in ice. Under the keel, the ship is outfitted can both measure and quantify with a large acoustics package biology in all components of the Communications and navigation from Kongsberg Maritime (KM). marine ecosystem. Quantitative systems are mainly supplied by This package includes deep and multibeam (ME 70 and MS 70) and Norwegian companies, such as the medium depth multibeam systems omnidirectional sonar systems (SU K-Bridge Integrated bridge system for bottom mapping, including the 90 and SH 90) target areas close to from Kongsberg Maritime and EM 302, EM 710 and EA 600, while the surface and near the bottom Dynamic Positioning (DP) system systems such as SBP300 and TOPAS where traditional echo sounders from Rolls Royce Marine. These can be used to look at sub-bottom cannot be used. systems will assist the crew with structures. Position reference will safe sailing and operations.

• 38 kHz ADCP • 150 kHz ADCP • transducers both in drop keels and in • Medium range omni-directional fisheries sonar arctic tanks in the hull. • long range omni-directional fisheries sonar

Scientific Multi Beam Sonar with transducer mounted in drop keel.

• Scientific Multi Beam Echo Sounder with transducer mounted in drop keel. • Medium Depth Bathymetric Multi Beam Echo Sounder • Deep Water Bathymetric Multi Beam Echo Sub Bottom Profiler Sounder

Single Beam Echo Sounder with 12 kHz Scientific Split Beam Echo Sounders: 18, 38, transducer mounted in "arctic tank" in the hull. 70, 120, 200 and 333 kHz with transducers both in drop keels and in arctic tanks in the hull.

The Report • September 2020 • Issue 93 | 69 business Report outlines huge potential for offshore wind and those involved with the sector Offshore wind currently represents just a small piece of the world’s energy supply. But that’s changing faster than ever before as new and existing players look to tap the huge resource potential being unlocked by shrinking costs and technological advances, as outlined in a recent comprehensive market report.

In the coming two decades, the rapidly maturing offshore wind market is expected to become a trillion-dollar business as the pace of installed capacity growth accelerates, according to World Energy Reports’ (WER) Outlook for Offshore Wind Power: The Frontier of Future Energy, which was published in June.

70 | The Report • September 2020 • Issue 93 wind potential to be technically other energy sources, including Growing, with capable of supporting more fossil fuels. In the years ahead this huge potential than 120,000 GW of electricity momentum will only build as costs production capacity (equating to continue to fall. Globally, the total installed energy approximately 420,000 TWh), which capacity for both onshore and is more than 20 times greater than The growing volume and size offshore wind farms at the end current world demand. of offshore wind projects, along of 2019 totalled 651 gigawatts with improving supply chain (GW), or about 10% of global By 2040, WER forecasts offshore competencies larger, more electricity generating capacity, wind capacity will increase to efficient turbines (the current according to the WER report. somewhere in the range of 340 GW- largest is 14 megawatts (MW)), While just 25.5 GW, or less than 560 GW, led by Europe and China, and the utilization of offshore 0.5%, of that installed capacity is with newer entrants the U.S., Japan, transmission substation hubs currently located at sea, the rate South Korean and India among have all helped to reduce offshore of new installations offshore has top markets. The report identifies wind’s levelized cost of energy been growing at a much faster rate some 500 GW of projects and (LCOE). According to WER, LCOE since 2010: 26% compound annual development zones currently in the has declined from a global growth rate (CAGR) compared to planning and development stages, average $170/MWh in 2010 to 14% for onshore. Even amid the mainly coming from Europe, Asia strike prices of $60/MWh to $110/ current coronavirus pandemic, and the U.S. Details for each project MWh in 2016 to 2018 European WER expects this trend to continue, are laid out in the report as well as and U.S. auctions. Recent prices with 16 GW of additional offshore in a corresponding online database. have been seen as low as $47/ capacity to be added in 2020 and MWh in recent European 2021, driven primarily by ongoing auctions. WER says declining activity in the well-established LCOE is allowing offshore wind to Northern European sector as Lower costs compete with fossil fuel projects well as the newer, fast-growing Offshore wind farms are not new; in European and Chinese markets. Chinese market. China, already they have been around for decades. It’s still a different story in the the leader onshore, emerged as a So why is offshore wind taking off U.S., but WER sees cost parity by major offshore wind player in 2018 faster now than ever before? WER’s the end of next decade. Today, and has continued to expand its report points to a combination of installation capital expenditure substantial project pipeline. factors helping to grow offshore (capex) cost for bottom-fixed wind’s role in the word energy mix. turbine projects averages just When comparing onshore wind The simplest but most important over $3,000 per kilowatt (KW) with vs. offshore in terms of untapped reason for growth is that offshore transmission. WER projects this potential, it’s clear that offshore wind has made great strides over will fall to fall to $2,500/KW by is simply unmatched. The WER recent years to become increasingly 2030 and $1,900/KW by 2040. report estimates global offshore cost competitive compared to

The Report • September 2020 • Issue 93 | 71 Tampen project, and Principle over the next two decades. Floating future Power’s WindFloat, being used Much is still on the table for the Another significant factor leading to on the 50 MW Kincardine project, gamut of suppliers and marine a major jump in projected installed but WER’s report looks at more services firms, as 80% of offshore capacity over the coming years is than 50 floating wind concepts wind projects detailed in the the advancement and commercial in various stages that are being report and database are still in demonstration of floating offshore studied across the globe. Just early stages of planning and wind turbines, which open up as is occurring for traditional development. new areas to exploit: specifically, fixed-base turbine projects, the in deeper waters where the increasing size of floating projects With a pipeline of activity so construction of wind farms was not and the industrialization of the hull large, there’s plenty of work to be previously feasible. Currently almost construction process is helping had by existing players and new all offshore wind power generation certain concepts reduce project entrants alike. We’ve already seen comes from bottom-fixed turbines, LCOE. For example, as Equinor a number of traditional offshore which are restricted to water depths matures the technology, it aims to oil and gas players—from of about 60 meters or less. However, bring the LCOE of Hywind projects operators such as Shell, Total, as concepts continue to evolve and to €40 -60/MWh by 2030. Equinor and Repsol, all the way become proven, floating turbines down the supply chain—transfer will enable wind farm construction A pipeline of more than 50 GW of their skillset into the offshore in deeper waters that hold some floating capacity requiring $93 wind market over the years. For 80% of the world’s wind capacity billion to $148 billion of capex these firms and others, including potential. Representing another investment has been identified traditional offshore oil and gas boost for overall capacity potential, by WER. As is the case in the players such as yards for jacket these areas are typically further from bottom-fixed segment, the U.K. and HVDC substation fabrication, shore where the wind generally presently has the largest floating as well as for construction and blows stronger, resulting in higher pipeline at more than 25 GW, assembly of floating foundations, turbine capacity factors. followed by Norway (more than opportunities abound as projects 5 GW) and Japan, the U.S., South get larger, deeper and further Today’s most proven floating Korea, Ireland, France and Taiwan, from shore. wind turbines are Equinor’s each with multi-GW pipelines. Hywind, employed on the 88 MW WER’s report highlights the Offshore wind farms need development of a much large servicing, creating even more pipeline after the middle of this work for a wide range of support decade, with potential zones providers from boatbuilders to discussed in the U.S., Japan, turbine technicians and marine Norway, U.K. and France. surveyors. In Europe, for example, onshore operation support bases are having associated positive impacts (long-term direct jobs, Big potential means and bolstered local supply chains) in port regions that big opportunities had been historically active but Forecasted near and long-term have struggled more recently increased activity bodes very due depressed oil and gas and well for the global supply chain. shipping markets. Using the WER expects offshore wind current UK $94,000/MW/year projects will require between $1 operational expenditure (opex) trillion and $1.5 trillion of capex cost, the current pipeline of projects could require up to $46.6 billion of annual opex spend within the next decade, says WER.

72 | The Report • September 2020 • Issue 93 Why do container- ship stacks collapse and By Are Solum Senior Claims Executive, Lawyer, Arendal who is liable? In this article, which gives an overview of the typical causes of containership stack collapse, the legal implications when dealing with the resulting liability claims are discussed. Understanding causation is key to preventing incidents, but also to determine liability in individual cases.

Heavy weather has been one of the fundamental challenges for carriers since the dawn of shipping. Advanced technology for voyage planning and weather routing helps the Master, but his judgment will be questioned if an incident occurs. Containers, the securing mechanisms and container stacks are exposed to great forces when container ships move in heavy weather. Parametric and synchronous roll resonance phenomena have caused several serious accidents to container ships during the last years.

Parametric rolling describes large spontaneous rolling motions occurring in head or stern seas and has to do with dynamics of the length of ship and waves as well as the vessel’s wave encounter period. A vessel’s roll angle can increase from comfortable rolling motions to over 30 degrees in only a few cycles causing excessive acceleration on the container stacks. Synchronous rolling is caused by the ship’s rolling period becoming synchronous with the wave period. The waves may then cause resonance, meaning that the

The Report • September 2020 • Issue 93 | 73 ship may lose control over the roll height influences the natural period The weight of cargo will be angels as the action of the wave of rolling of a hull and a low GM will declared by the shippers. Mis- rolls the vessel increasingly over. cause the vessel to roll excessively declaration of weight is an with too large movements. A high industry problem and may cause Size matters as bigger vessels GM implies greater initial stability considerable difficulty for cargo move differently in the sea against overturning, but high GM is stowage planners as they rely compared with smaller vessels. For also associated with shorter periods on cargo details as declared by example, investigations following of roll which will cause rapid the shippers. If numbers are the APL China incident in 1998 movements and greater forces on inaccurate, or even deliberately revealed that large box ships with the cargo stowage. Hence, the GM mis-declared, the integrity large bow flares are particularly will have to be correct - not too of container stacks may be exposed to parametric rolling. high, not to low. jeopardized. Furthermore, the containers on board the largest container vessels Cargo stowage inside containers Lashing and securing of are stowed up to 40 meters above causes problems as a container thousands of containers in the waterline and 60 meters stack is only as strong as its large stacks onboard is a major wide across the deck. When ships weakest container. If cargo inside challenge. Failure to do it correctly and container stacks of these one container starts to shift, may have serious consequences. dimensions start rolling, you it may have a domino effect In simple terms containers on do not have to be a physicist to on the stack. There have been deck are attached to each other understand that container stacks severe cases where one piece of with twist locks in the four corners will be subject to great forces when cargo has damaged its container of the container. Further lashing the vessel starts to move with the structure resulting in the collapse rods are attached between the motions of the sea. of a complete row of containers. container stack and lashing Therefore, the Container Securing bridges or hatch covers. Each Ship stowage plays an important Manual (CSM) must be followed twist lock and lashing rod needs factor because weight distribution accurately, and further stowage to be in its right place to work on-board also influences the guidelines should be sought and be able to withhold required vessel’s motions at sea. The GM is for problematic cargoes. One of forces. Inadequate securing, a measurement of the initial static the challenges is that container missing or failing twist locks stability of the vessel. It is of the carriers largely depend on and lashings that become loose utmost importance to get the GM shippers, freight forwarders or are probably among the more within the right range before the their sub-contractors to pack and common causes of containers lost voyage. This represents challenges secure cargoes adequately. Errors at sea. Failures in securing have in terms of correct cargo planning are inevitable. caused severe incidents. both ashore and on-board. In practice, advanced software will The container is designed to fit Multiple causes often make cases do most of the job, but computer the purpose of containing cargo, complex, not least when working programs depend on correct but if exposed to excessive weight with liability. In most cases there software development, correct data pressure from excessive loads, are elements of several of the entered as well as human interaction containers may suffer structural abovementioned causes which and, ultimately, human decisions. failure. Container shells are exposed lead lawyers deep into legal to wear and tear, rough handling considerations about issues such The metacentric height (GM) is and operations which may weaken as proximate causes, intervening calculated as the distance between their structure. If one container causes, independent sufficient the centre of gravity of a ship and fails, the rest of the stow above and causes and foreseeability. its metacenter. The metacentric around will follow.

74 | The Report • September 2020 • Issue 93 TYPICAL LEGAL CONSIDERATIONS the carrier is not obliged to improve This principle was set out in The stowage inside the container. This Gosse Millard case (Gosse Millard Assuming that causation is responsibility will normally lie on v Canadian Government Merchant established, the next step is applying the shipper’s side, see also Hague/ Marine, 1927, KB 432): “If the the law to the particular facts. We will Visby Rules, article 4, rule 2 (n). cause of the damage is solely, or now look at some of the reoccurring even primarily, a neglect to take legal issues for cargo claims and When cargo is shipped in apparent reasonable care of the cargo, the charterparty claims with a focus on good order and condition but is ship is liable, but if the cause of seaworthiness. discharged damaged, the carrier the damage is a neglect to take bears the burden of proving either reasonable care of the ship, or some Containerised cargo is usually that the damage occurred without part of it, as distinct from the cargo, shipped on the container shipping fault (H/V rules Article 3, rule 2), or the ship is relieved from liability”. lines’ standard terms of carriage that it was caused by an excepted This means that if a container which usually incorporates the peril within Article 4, rule 2 - Volcafe stack collapse is solely caused by Hague or Hague-Visby Convention Ltd v CSAV, 2018, UKSC 61. error in cargo stowage, there is no (the Hague Visby Rules). exemption from liability for the The “excepted perils” and non- carrier based on the Hague/Visby Whether or not the contractual fault provisions of the Hague/ Rules, Article 4 rule 2 (a). carrier of cargo is liable for damage Visby Rules or loss of cargo will be determined 2. Perils of the sea by whether the carrier is in breach 1. Error in management of the ship of his duties under the convention, The Hague/Visby Rules, Article or whether the damage occurred The Hague/Visby Rules, Article 4, rule 2 (c) states that “Neither as a result of perils for which the 4 Rule 2 (a) states that “neither the carrier nor the ship shall be carrier is exempt from liability. the carrier nor the ship shall be responsible for loss or damage responsible for loss or damage arising out of (…) perils, dangers The carrier’s fundamental duty is to arising out of (…) act, neglect, or and accidents of the sea or other properly care for the cargo. default of the master, mariner, pilot, navigable waters” In Scrutton on or the servants of the carrier in the Charter Parties and Bills of Lading, Under Hague Visby Rules, Article navigation or in the management 20th Edition, Article 112, Justice 3 Rule 2, the carrier shall “properly of the ship.” Scrutton has defined such perils and carefully load, handle, stow, to include “perils peculiar to the sea carry, keep, care for, and discharge It might be possible for carriers to or to a ship at sea, which could not the goods carried.” This requires rely on negligent navigation as an be foreseen and guarded against the carrier to adopt a solid system excepted peril if it can be proven by the shipowner or his servants as to fulfil its obligation throughout that there was, for example, a lack necessary or probable incidents of the time the cargo is in the carrier’s of good seamanship in deciding to the adventure”. Hence, the starting custody. For instance, if lashings of sail in severe weather conditions. point under English law is that container stacks appear to come Also, failure to take the action such a peril must be “of the sea” loose during the voyage the carrier necessary to prevent excessive in the sense that the loss must be is under an obligation to correct the rolling may be considered failure attributed to natural causes. problem and tighten the lashings. to properly navigate and therefore This is a contractual obligation exempt the carrier from liability. The criteria “could not be foreseen” meaning that the contractual carrier means that the peril must be is contractually bound even if he is “Management of the ship” does beyond what is reasonably not the actual carrier and in direct not include management related foreseeable and could be avoided control of crew onboard. Generally, to the cargo under English law. by the carrier. This has naturally

The Report • September 2020 • Issue 93 | 75 made the “perils of the sea” Bill of Lading claims and exercise due diligence to make the defence increasingly more difficult seaworthiness ship seaworthy may follow by both for carriers as technology has terms of contract and background/ developed. For general weather The Hague/Visby Rules, Article case law. This was discussed in FC conditions throughout the 3, rule I (a) sets out one of the Bradley & Sons Ltd. v. Federal Steam voyage, carriers will usually be fundamental duties of the carrier: Navigation Co. (1926) 24, LLOYD’S expected to have the necessary “The carrier shall be bound before REP 446. equipment to avoid the peril. and at the commencement of the However, the defence remains voyage to exercise due diligence The classic definition of possible. For example, unusually to make the ship seaworthy.” seaworthiness is that “the ship high or challenging waves may The Hague-Visby Convention must have the degree of fitness be considered unforeseeable and governs carriage of goods under which an ordinary careful owner exempt the carrier from liability. contracts of carriage but is often would require his vessel to have at Experts have debated whether incorporated in charter contracts the commencement of her voyage parametric rolling or resonance, by way of “paramount clauses”. A having regard to all the probable which can occur in even moderate question of seaworthiness may, circumstances of it”. weather conditions, is foreseeable. however, differ from Bill of Lading The forces on container stacks may claims and charter party disputes. A question which often arises for example be considerably higher in container stack collapse if the vessel experiences resonant An important point for claims cases is to what extent the ship rolling in moderate weather than under Bills of Lading is that and equipment was sound in more usual rolling and pitching “seaworthy” will also mean and correctly applied upon in exceptional extreme conditions. “cargoworthy” under English law. departure and whether it was fit The legal landscape is yet to be See for instance Bills of Lading, Sir to withstand the ordinary perils completely clarified. Richard Aikens, Richard Lord and of the sea. Hence, seaworthiness Michael Bools ch. 10.99. This means will be considered in context with 3. No fault or privity of the carrier that the carrier’s obligations as to what the owner could reasonably seaworthiness may vary in respect foresee in terms of occurring sea Hague/Visby Rules, Article 4, rule of different cargo consignments perils. For instance, inadequacies 2 (q) exempts the carrier form under different contracts of with regard to the vessel’s lashing liability for damage occurring carriage: the containers, storage and securing equipment in a stack “without the actual fault or privity and stowage must be fit for collapse case could be enough to of the carrier, or without the actual purpose. If not, the carrier may be render the vessel unseaworthy. In fault or neglect of the agents or in breach of the Hague/Visby Rules, the Moore case it was held that “if servants of the carrier.” This is Article 3, rule I (a). cargo, whilst properly stowed, is not usually referred to as the “catch all properly lashed and in consequence exception” and, crucially, carriers Charterparty claims and shifts so as to undermine the can rely on this exception if they seaworthiness vessel’s stability, the vessel will be are able to prove that there was unseaworthy at the outset” (Moore no fault on their part. In container Ultimate liability for damages v. Lunn (1922) 11 L1. L. Rep. 86,92). stack collapse cases, the carrier and liabilities arising out of a may typically argue there is no container stack collapse case Furthermore, if there is an fault on his part if the fundamental will often end up as a discussion excessive top heavy stow on duties to care for the cargo is regarding seaworthiness between departure which compromises fulfilled, and thereby refute liability (contractual) carriers of cargo and the stability of the container stack under the contract of carriage. The the actual carrier (the shipowner) itself, the vessel may arguably be “non fault” exception is extended under charterparty contracts. The in unseaworthy condition due to to fault by the carriers’ servants. shipowner’s fundamental duty to the error in stowage.

76 | The Report • September 2020 • Issue 93 Ship documents such as a several causative factors. Passage should be, and will be, removed. sound passage and weather planning and seaworthiness The ultimate liability for the costs routing are a frequently visited may, however, occasionally be and losses will often end up in elements in causation debates relevant for determining liability dispute under charterparties. following container stack in a stack collapse scenario if it collapse incidents where heavy transpires that failure in passage To conclude, the law often applied weather plays a part. The recent planning is causative. in stack collapse cases is over one court decision in the CMA-CGM hundred years old and made to fit, Libra case (Alize 1954 v Allianz In addition to cargo claims and the sometimes uncomfortably, with Elmentar Versicherungs AG (“the legal implications under bills of modern ships and technologies. CMA CGM Libra”)) examines lading, liability for environmental Regrettably, container stack how poor passage planning damages has been high on the collapse cases have serious can cause a navigational error, agenda in connection with the consequences considering both which in turn may render the severe incidents in recent years. monetary losses, ship safety and vessel unseaworthy. The CMA- When containers and cargo drift in environmental impact. There is CGM Libera case is a different the ocean or end up on shorelines, no doubt that carriers, insurers, case scenario (grounding), authorities will usually turn to the lawyers, judges, and arbitrators and the discussions in heavy “waste producer” which is usually will continue to be challenged by weather stack collapse cases considered to be the shipowner or the complexity of container stack will differ as there are usually operator of the vessel. The waste collapse cases for years to come.

The Report • September 2020 • Issue 93 | 77 Seawork Asia 2020 24 to 26 NOVEMBER 2020 | Shanghai Expo Center, China

Seawork Asia is where buyers, Seawork Asia also offers a high- sellers, influencers and level 1 day Forum focusing on Key sectors current hot topics, enhancing the Seawork Asia will have legislators come together for three day exhibition. Industry- key exhibitors and visitors three invaluable days every leading speakers are lined up from the following sectors: two years, all keen to reap to impart in-depth knowledge and share their expertise on new the benefits of business in - Workboat and floating technical developments and plant design, build, the rapidly expanding Asian industrial trends; providing a repair & maintenance commercial marine market. general overview of the existing - Patrol, police and commercial marine, workboat and The first Seawork Asia took place in coastguard vessels patrol boat market. 2014 and has gone from strength - Marine equipment to strength since. The exhibition - Marine civil engineering Working together takes place every two years; and construction Business Match meetings with VIPs such as China Coastguard, Seawork Asia 2018 attracted more - Dredging and coastal China Rescue, vessel operators than 100 exhibitors and more than development 5,700 attendees from 12 countries, and the China Maritime Pilots - Marine contracting, bringing 240 brands and 5,000 Association (CMPA) take place vessel & port services products to the event. during the exhibition. - Marine renewable The exhibition offers an interactive energy The CMPA has worked with platform to the Asian market, - commercial diving & Seawork Asia since the exhibition’s including key networking underwater services inception in 2014. 2018 saw the opportunities such as the - Safety and training CMPA hold the China Pilot Boat exhibition banquet and dedicated Equipment and Safety Seminar - Staffing, manpower & presentation slots. during Seawork Asia with more than recruitment 100 representatives from various The ideal platform for world- - Marine finance, pilot agencies and well-known renowned maritime brands and insurance and legal domestic and foreign suppliers organisations, 96% of Seawork Asia - logistics and marine attending the conference. During visitors either authorise or influence transportation the seminar, guests discussed the the purchasing decisions of the important issue of pilot boarding companies they represent. and disembarking safety.

78 | The Report • September 2020 • Issue 93 This year’s China Pilot Boat the new RiZhao pilot vessel. TAP grants support UK SME’s to Equipment and Safety Seminar will enter new markets by exhibiting continue to promote the coordinated John Wells, director of Hadrian at overseas trade fairs; promoting development of pilot production and Safety Rails, says, “Seawork Asia their goods and services to an safety, discuss reform and improved has been an extremely useful international audience. Grants communication and promote the platform to introduce the Hadrian are aimed at less experienced scientific development of pilot boats. name into the Chinese Market for exporters, defined either in terms the first time. It has been a very of the company’s exports as a The 2020 edition will see the run worthwhile venture for Hadrian percentage of total sales or the up to the 14th-Five-Year plan for Safety Rails as we have not only had company having been exporting China which gets underway in the opportunity of a presentation less than 10 years. Contact 2021. The members of the CMPA slot to the China Maritime Pilots Seawork Asia to register interest are particularly interested to meet Association delegation and follow for a TAP grant. more international companies in the up series of meetings with the industry focusing on both the design Senior Pilots. In addition, we have New to Seawork Asia and construction of pilot vessels. made some invaluable contacts. Every Seawork Asia exhibition Hadrian Deck Safety Systems has attracts new exhibitors from across Winning new business now been installed on a number of the commercial marine industry. Seawork Asia presents a unique boats within China.” Two companies that are joining opportunity for organisations to Seawork Asia 2020 for the first time build and maintain their market Business support are Nanjing Compressor and Chuntai positions in China and the East Companies exhibiting at Seawork Communication Technology. Asian Region. One such company is Asia could be eligible for business Hadrian Safety Rails. support from the UK Government. Supplier to some of China’s most TAP (Trade Access Programme) well-known vessels, Nanjing Designed for ease of installation, grants are just one of the business Compressor (Nanjing Xinjuan or retrofitting, to work boats, support programmes available from Marine Compressor Co., LTD) is to buildings and structures, the the UK Department for International exhibit at Seawork Asia for the first Hadrian Safety System provides a Trade and Seawork Asia is part of time. The company’s compressors functional integrated safety system this year’s programme. are installed on the ocean-going for inspection and maintenance Yuanwang 1~8, snow escort, purposes and a solution to modern Recent news reports saw 3.2% military and research vessels. fall protection problems with growth in China’s GDP in the a proactive restraining system three months to the end of June Specialists in thermal imaging, for multiple users. Following a compared with the same period Chuntai Communication successful Seawork Asia 2018, last year; early days but possibly Technology supplies high-end exhibitor Hadrian Safety Rails has one of the first global signs of an maritime shipborne tracking seen yet another of its renowned economic recovery from the effects systems and hand-held portable safety systems fitted, this time to of COVID-19. thermal imaging night vision equipment. With more than 20 system types available, Chuntai Communications Technology is able to advise on and supply specific solutions to customs enforcement, maritime fire service, maritime Search and Rescue, pilotage, marine police enforcement, marine scientific research, armed police patrol and other official clients.

Seawork Asia 2020 The fourth edition of Seawork Asia will take place at the Shanghai Expo Center from 24-26 November 2020. For further details and information on opportunities available, call +44 1329 825335 or email Jo Miller at Seawork Asia’s organisers, Mercator Media, at [email protected] We look forward to meeting you at Seawork Asia 2020.

The Report • September 2020 • Issue 93 | 79 BetterBetter oiloil detectiondetection sensorssensors reducereduce costcost ofof oilyoily bilgebilge waterwater

Over 70 percent Around the of the earth that world people we live on is made up have agreed of oceans, lakes, and upon the rivers. These water ways importance of keeping our have become integral waters clean and regulations are set parts of our lives. internationally and domestically by Oily wastes and One look at a marine regulatory bodies to keep pollution waste oils are by-products traffic map will put into levels in check. In international of operating ocean-going vessels, waters, the International Maritime which generate millions of tons of perspective just how Organization (IMO) limits bilge such wastes annually. Oily bilge busy our vast oceans water discharges to 15ppm. The water is the mixture of water, are every minute of the U.S Coast Guard (USCG) also limits oily fluids, lubricants and grease, day. Not only do we use the discharge of oil in bilge water cleaning fluids and other wastes to 15ppm in US territorial waters that accumulate in the lowest part these waters for trade and further limits special use areas, of a vessel called the bilge from a and travel, but they such as inland waterways and the variety of sources including engines, also provide unique Great Lakes where vessel operators piping, and other mechanical ecosystems and are must adhere to a 5ppm discharge and operational sources found limit or a total restriction on vessel throughout the machinery spaces necessary for the lives discharges. Violations of these of a vessel. Most of these wastes of billions of species regulations can result in large fines are generated in the vessel’s engine including our own. as well as criminal prosecution. room and end up in the bilge >>

80 | The Report • September 2020 • Issue 93 before being discharged overboard. It is at this time that your oily water separator and bilge oil content monitor are put to the test.

Since 2005, when MEPC.107(49) began being enforced, light scatter technology has ruled the oil content monitor market. However, despite the technology’s apparent popularity, A set of water samples showing increasing turbidity (left to right), as well as changes OCM’s that use this technology are in colour. Illustration courtesy Village of Chase, British Columbia often plagued with considerable maintenance needs, false positive constant 15ppm alarms. However, we wavelength “signature”. Using high readings, and false negatives find that their problems are usually fluorescence, these compounds from misreads of ultra-emulsified oils. misdiagnosed to the OWS, when can be detected as an actual This all comes down to how the these the real culprit is their Oil Content concentration of oil in water, with OCM’s detect oil molecules. Monitors,” Ketchum states. detection limits down to the parts per billion level. Light scattering detection technology Old ships and dirty bilges covered works by shining a laser light into an in rust, silt, soot, and ash will often By focusing readouts on a specific oily waste water sample. This laser require considerable maintenance wavelength, a fluorescence-based gets reflected off various molecules to ensure proper operation of the monitor can ignore solids such as in the water, attenuating the light monitor and sadly, even attempts to rust or silt and is less affected overall energy before it is absorbed by photo clean the ship bilge could result in by turbidity, ultimately preventing detectors on the opposite side of the further issues for a light-scatter OCM. false positive high readouts. cell. The scattering of light in general Surfactants and detergents that are Fluorescence is also capable of is dependent upon the oil droplet used to clean the dirty surfaces are detecting ultra-emulsified oils to size and refractive index as well as the designed to breakdown oil particles the parts per billion level, far greater concentration of droplets. This ratio into tiny, ultra-emulsified particles. than competing light scatter OCMs. of light energy into light energy out In many cases, the photo detectors correlates to a concentration level in in light scattering OCMs are not By putting proper oil detection parts per million. sensitive enough to detect an ultra- technology in place, it is possible to emulsified oil of less than 10 microns save man-hours and the enormous Steve Ketchum brings over a in size. This could result in a false costs associated with pumping oily- decade of experience onboard negative, allowing ultra-emulsified waste off to a barge or replacing an Navy ships to his position as the oils to be discharged over the side oily water separator system. NAG Director of Product Development & of the ship producing a tell-tale oil Marine’s TD-107s features a small Environmental Product Management sheen on the water. footprint and offers a modular, at NAG Marine and has had ship removable detection cell for simple efficiency in mind when working The maritime industry needs an swap-out by the end-user via plug- with Turner Designs Hydrocarbon updated solution, and fluorescence and-play connections. It is IMO Instruments in developing NAG’s technology is poised to be just MEPC.107(49) Compliant and US latest oil content monitor. “The laser that. NAG Marine has been on the Coast Guard approved. light is not discriminating,” Ketchum forefront of using fluorescence oil explains. “In other words, it cannot detection technology for the last tell if a molecule is oil, particulate, or decade and recently released an sediment. In situations where there updated model of their TD-107s is a lot of turbidity, the light in / light Bilge Oil Content Monitor. out ratio of a light-scatter oil content monitor will interpret this as a high Fluorescence based OCMs, such concentration of oil and you’ll waste as the TD-107s, overcome the a lot of man-hours trying to fix a false problems posed by light scatter by positive high alarm.” using UV fluorescence technology to detect oil molecules in bilge water. These interferences keep the onboard Oil is comprised oily water separator in recirculation, of fluorescent often causing confusion over where compounds, each the real issues lie. “We’ve come having a unique across numerous ship Engineers who contact us to replace their Oily Water Simplified UV Separator because they are stuck with fluorescence oil detection cell diagram (NAG Marine)

The Report • September 2020 • Issue 93 | 81 INNOVATION

Making ship systems smarter with simulation

82 | The Report • September 2020 • Issue 93 Source: Wärtsilä : :

“We have a vision of a more efficient, more connected, smart marine ecosystem,” says Neil Bennett, Global Director of Simulation at Wartsila Voyage. “Being part of the development of autonomous shipping is fundamental to shaping that future.”

The Report • September 2020 • Issue 93 | 83 Simulation is integral to developing set of algorithms and an interface Warsash’s simulation centre with autonomous systems. The that could be retrofitted to any size one of the scale models it currently computer models that underpin of ship.” uses for ship handling training at a simulation-based training – dedicated facility, Timsbury Lake. capable of replicating almost A much larger project was the By using a simulator programmed infinite permutations of marine Europe-wide, EUR 43 mn, Sea Traffic with a scale model of the vessel environments, vessel traffic Management initiative. Ten simulator and the lake area to control a real situations, and ship equipment training centres – the European vessel, the project will provide a – are the same that are used Maritime Simulator Network – more realistic training experience to inform the decision-making worked together with the goal of for remote seafarers. capabilities of intelligent systems. understanding and then facilitating Deployed in real time with real the kind of data exchange that “One of the biggest barriers to people in simulators, those same will be crucial for safely operating training for remote operations is models can be used to test and autonomous vessels. the capacity to test on full-scale validate the human-machine ships,” says Mills. “Using a real interface and, eventually, to teach Wärtsilä, as a simulation provider, vessel would be expensive and the crew how to use those systems. took part in this project, which Mills dangerous if something went describes as an attempt to establish wrong. Simulations are great for Three projects at Solent “air traffic control at sea.” One key learning pilot skills, but cannot University, Southampton in the goal was understanding the data provide that jeopardy.” UK highlight the diverse roles that sharing needed between ports, simulation plays. The university’s vessels, and other stakeholders – The risk of putting a dent in one research staff in the Warsash such as ship service providers and of the scale models on Timsbury School of Maritime Science and onward logistics companies – to Lake will provide that dose of Engineering recently participated enable “just-in-time” sailing. realism. The fact that students in the MAXCMAS project – a will be operating manned models GBP 1.4 mn, two-year project in Three hundred vessels were fitted the same area will also allow which autonomous vessels were with tools to collect and transfer data. researchers to study the interaction programmed to obey maritime Studying interactions between these between remotely operated vessels regulations for the avoidance vessels provided important insights and manned craft. of collisions. The project tested into how sea traffic could be better the algorithms it had developed managed to optimise vessel voyages To assist in autonomous and by modelling scenarios using and port calls – reducing fuel cost advanced navigation projects simulation before a live trial and emissions. But even with so many such as these, Wärtsilä has created was conducted onboard an vessels participating, the number of an open approach that makes it autonomous minesweeping vessel times ships would meet each other simpler for universities and research in Weymouth Bay. physically would have been rather institutions to deploy its simulation limited. With the help of the simulator technologies. While Wärtsilä often network, they met virtually, giving provides the hardware for such Building in seamanship researchers the opportunity to collect projects – including 3D screens and more data faster. control units reproducing bridges Preparing vessels to obey – it is the software that is more regulations written with human critical. This includes the operating seafarers in mind is not a simple Remote control training platform as well as models of sea task, explains Terry Mills, Senior areas and ship systems that can Simulation Technician at Solent A new potential project builds then be used in simulator rooms or University, Southampton. “The on Solent’s strong previous fed into computers as needed. regulations are well written, but experience in remote and are always open to interpretation. autonomous ship systems. The One example is the Intelligent And the interpreter is a human. university is bidding for funding Shipping Technology Test A machine sees rules in black to extend its investigations into Laboratory (ISTLAB) at the and white, so we had to build in training seafarers in remote Satakunta University of Applied seamanship. We ended up with a operations. The project aims to link Sciences (SAMK) in Rauma,

84 | The Report • September 2020 • Issue 93 Finland. The lab, among the The IntelliTug project enhances “Interpretation depends on first of its kind, is designed as a the tug masters’ capabilities context,” says Ozersky. “The testing environment for remotely through heightened situational acceptable distance between controlled, autonomous vessels. awareness and eases the task vessels is one example. Less than Wärtsilä recently delivered a of addressing other complex one mile would be unusual in open navigation simulator and specific demands they may face. water but very normal in a harbour.” mathematical models for the project. They will be used to Alexander Ozersky, Deputy Simulation meets machine learning carry out simulated testing of General Manager of Intelligent The artificial intelligence for AIM remote-controlled vessels that the Systems, Wärtsilä Voyage, and other products – including organisers hope will culminate in a explains: “Every system separately Wärtsilä’s Vessel Traffic Services for real-world case study. was complex, and once you managing traffic in ports – needs to connect them it was going to be absorb the habits of local traffic and even more challenging. We took refine its simulations based on its The smart tug of tomorrow the decision to try and debug observation of how vessels actually all the pieces in the simulation move. So far, the system has The benefits of early-stage using the actual control and collected data on traffic movements simulation testing are already a mathematical model of the at several ports. With each new set being seen in one real-life engine. From an engineering of data, the simulations become application – the IntelliTug perspective, we saved a huge more realistic. project, a collaboration between amount of time, making quick Wärtsilä and Singapore’s leading mistakes as cheaply and as safely This combination of simulation harbour and terminal towage as possible.” and machine learning will be operator, PSA Marine. The project critical in controlling autonomous aims to develop the smart tug Testing the integration of systems vessels. It is already available in of the future by retrofitting on an autonomous vessel is one decision-support software today Wärtsilä’s smart navigation thing; providing the systems and is being trialled in autonomous system on PSA Marine’s harbour involved with the intelligence to navigation systems. Before it is tug, PSA Polaris. Through the make decisions in complex marine let loose on a wider scale, there simulator, the team tested environments is another challenge are many problems to be solved. the integration of cutting- entirely. Here, the capability to Among these are the ways in which edge technologies deployed simulate scenarios is just one autonomous vessels interact with – including collision avoidance building block. Another necessary other automated systems that do software and system usability – foundation is the ability for systems not follow similar protocols – let with feedbacks from PSA Marine’s to learn from experience. alone the even less predictable tug masters. The success of the ways in which manned craft may simulations boosted the project It is a challenge that Wärtsilä has respond to autonomous ships. team’s confidence to proceed already addressed in its Advanced with the next stage of the Intelligent Manoeuvring (AIM) Neil Bennett concludes: “Our testing. In March 2020, Wärtsilä function, part of its package simulation technologies are and PSA Marine successfully of artificial intelligence tools. providing researchers with a completed initial sea trials for the AIM is a track prediction system platform to run these studies, and IntelliTug project. and anti-collision support tool we are constantly being challenged designed to improve situational by the need to advance our The smart navigation system, awareness and reduce the technology further. We can already comprised of Wärtsilä’s Dynamic probability of officer inattention do a lot with the technologies we Positioning system, a sensor or poor judgement leading to have, and we are evolving products suite and a newly developed an incident. It anticipates that to meet the needs of future sensor fusion engine, allows the vessels will move in compliance autonomous vessel systems.” tug master to carry out passage with collision regulations, but also planning while maintaining safe needs to account for how humans distances from other vessels interpret those regulations in Source: Wärtsilä during autonomous navigation. various situations.

The Report • September 2020 • Issue 93 | 85 Wakashio Grounding and Oil Spill: Was the Mauritian Government Unprepared?

By Professor Christian Bueger, who is the director of SAFE SEAS and a professor of International Relations at the University of Copenhagen. He has been studying issues of maritime security, counter-piracy operations, capacity building and maritime domain awareness since 2010 and has widely published in the area.

The devastating oil spill that No oil spilled at the grounding. recovery operation was put on wreaked havoc on Mauritius’ The Mauritius coast guard halt. The sea was too rough. coastline raises the question of took preventive actions. The whether the response by the government activated its National By August 5th observers spotted government was appropriate. Oil Spill Contingency Plan the next some minor oil sheen around the Was the country unprepared day. By the 28th of July, the Dutch vessel. The “the risk of oil spill was for a disaster of this scale? salvage company Smit Salvage had still low”, the minister argued. Were officials over-confident or been contracted to work with local Only hours later, the MV Wakashio misjudged the risk? logistics giant CELERO to keep the flooded and started sinking the MV Wakashio afloat and pump next morning. Oil started to spill Evidence indicates that Mauritius out the over 4,000 tons of oil and into the sea at a high rate. As was very well prepared; the diesel. When the first out of four a result, the disaster that is by event did not come as a surprise. tugboats arrived three days later, now well documented unfolded. Importantly, the country dealt the recovery operation was ready Government officials radically with similar incidents very to begin. changed their tone. successfully before. Yet, a public inquiry will have to address a The responsible minister for the In reaction, the prime minister number of questions. environment said that he was not only declared a “state of confident that all “necessary environment emergency”, but also First analyses indicate that precautionary measures to said that the nation did not have weather was not the problem. prevent any kind of pollution at “the skills and expertise to refloat Yet, the vessel deviated from the sea” had been taken. stranded ships.” The minister of usual course that traffic in the fisheries, told international news region takes. The ship was on a The weather conditions were media, “This is the first time that collision course. against the minister’s plans. The we are faced with a catastrophe of

86 | The Report • September 2020 • Issue 93 this kind and we are insufficiently As part of these projects, between As the records show, equipped to handle this problem.” 2003 and 2012, the country held representatives from the ministry five larger exercises and drills on of environment and the ministry The foreign minister called oil spill prevention. Moreover, of fisheries of Mauritius attended. upon the UN, the EU, India its Mauritius had plans to conduct an They gave a presentation on neighbour France, as well other exercise later this year. the countries “national oil spill countries and organizations for preparedness status”. The records emergency assistance. In short, the country benefitted of the meeting reveal, first, that from quite substantial capacity officials were very well aware that These public statements by building assistance by the United the country is at a high risk of oil governmental officials raise the Nations family and other actors. spills due to the vicinity of one questions whether authorities Governmental representatives of the world’s busiest shipping were unaware about the risk and regularly participated in routes. Second, it documents unprepared. workshops and conducted that the country had a range of training exercises. sophisticated planning, response Mauritius was prepared and disaster assessment tools. A look into the archives reveals that Level of Preparedness Third, the Mauritian officials the government was anything but Only some months before the highlighted that not all elements unprepared. The opposite seems disaster occurred, governmental of the strategy were very practical, the case. It shows that until the officials attended a workshop and that some components of it disaster, Mauritius was the ‘poster’ on the theme. In March 2020 the were missing, such as a wildlife boy of regional oil spill prevention. UN Environmental Programme response plan. Mauritius was one of the first organised the workshop on African countries to finalize in 1990 ‘Cooperation in preparedness The presenters emphasized an oil spill contingency plan with and response to marine pollution that regional cooperation was support from the International incidents’ in Zanzibar. not working very well, and that Maritime Organization and the UN Environmental Programme.

Between 1998 and 2003, Mauritius was one of the beneficiaries of the Western Indian Ocean Island Oil Spill Contingency Planning project run by the World Bank. Through the assistance of the project, the government updated the national contingency plan. Workshops and training were conducted, and a regional agreement signed.

The Marine Highway Development and Prevention Project running from 2007 to 2012 continued this work. Funded by the Global Environmental Facility the country received more training in oil spill prevention and reviewed the plan. After the end of this project Mauritius received training under the UNEP’s Regional Seas Programme and the Nairobi Convention.

In addition, the country is also one of the main beneficiaries of the MASE project of the European Union under which maritime security structures are developed for the region.

The Report • September 2020 • Issue 93 | 87 the country has too “limited Is this the explanation why the the ship early on. Better resources in terms of funds and minister of environment was maritime surveillance might human capacity”. so confident that all was under have recognized the ship earlier. control? It is likely the case. We need to know if the disaster Earlier incidents could have been prevented by a In disaster response, a good plan is The Mauritius oil spill tells us coastguard interception. not enough. Practical experience what can happen even if you are matters. Did Mauritian authorities well prepared. Planning does not Finally, the regional dimension encounter any real-life incidents? always go as intended. Capacity needs to be looked at. Why While not necessarily at the scale building and training has its limits. did the regional mechanisms of the MV Wakashio incident, for maritime security and authorities had to deal with two A public inquiry: Questions to ask environmental disaster developed major cases in the past years. Mauritius will need to launch a in the diverse capacity building public inquiry into the accident. The projects had no role at all in the In April 2005 a collision occurred investigation will certainly establish response? Would it have made off Port Louis between the MSC that the government’s response a difference if the government Katie and the MV Nordsun. The was not perfect. It will identify areas relied on the expertise of MSC Katie sustained cracks and in which the agencies could have organizations such as the was grounded on a reef to avoid performed better. Regional Maritime Information sinking. Mauritian authorities Fusion Center? successfully prevented an oil spill. First, the authorities had stocked an insufficient amount of containment Learning these lessons will help An incident that was very similar equipment such as booms. The other countries to prepared for to the grounding of the MV response had to wait for equipment and prevent the next disaster. Wakashio occurred in June 2016. to arrive or rely on the improvised Moreover, the lessons might lead The MV Benita went aground not devices made by volunteers. to a better integration of Maritime to far from the site of the current security and environmental efforts oil spill. While the vessel was Second, was the right salvage in capacity building. Perhaps they damaged, a salvage company company chosen and did the will even assist in building a less was quick on site. The contractors Dutch experts have the right fragmented regional architecture pumped the fuel out of the strategy? The ship owner in the Western Indian Ocean. vessel, and only a very minor spill Nagashiki Shipping contracted occurred. The company tugged the company. Yet, It is important the MV Benita away to India. On to know how the experts route the vessel sank. cooperated and coordinated This article originally with the coast guard and the appeared on As a result, Mauritius was not government overall. SafeSeas.net and only aware of the risk and had is republished with elaborated planning tools, A third major question concerns their permission. authorities also had experience whether maritime situational with incidents of this kind. awareness could have detected

Photo Credit: IMO IMO helping to mitigate the impacts of MV Wakashio oil spill in Mauritius https://www.flickr.com/photos/imo-un/50237544366

88 | The Report • September 2020 • Issue 93

Shipbuilding in dire straits: global ordering hit hard in the first half of 2020

by Jasmina Ovcina, author at Offshore Energy

There has been a dramatic fall in shipbuilding activity during the first half of 2020 as the COVID-19 pandemic curbed owners’ willingness to order new ships amid market uncertainties and restricted access to capital.

Based on data from VesselsValue, Service, cited by Yonhap, paints The ongoing situation has the number of ordered ships in a similar picture, with global new also impacted the number of the first half of 2020 has almost shipbuilding orders totalling delivered vessels, with a lot of been halved when compared to 5.75 million compensated gross slippage being reported so far the same period a year earlier. tons (CGTs), or a total of 269 this year. Namely, the valuations agency’s ships being ordered during the record shows that in the first January-June 2020 period. VesselsValue told Offshore half of 2020 there were around Energy-Green Marine that at 332 new ship orders across The tally is believed to be the this point in 2019 there were all sectors, a 47 % fall when lowest since 1996. 873 live vessels delivered, compared to a total of 625 while there are 758 this year. orders in the first half of 2019 According to Clarksons, Chinese The UK-based maritime online across all sectors. shipbuilders secured the majority valuation provider explained of orders totalling 3.51 million that being halfway through the This is further down from the CGTs, or 145 ships, followed by year means over half of the 2020 corresponding 2018 figures that South Korean shipbuilders with vessels were expected to be live. equalled 881 orders. 1.18 million CGTs, or 37 ships, However, there are a lot of ships and Japanese players with still on order which are likely to Data from Clarksons Research 570,000 CGTs, or 36 ships. slip further into 2021.

90 | The Report • September 2020 • Issue 93 Consolidation

The shipbuilding sector has been battling the dry spell for some time, which has driven some industry majors to join forces and consolidate ranks.

This has been the case with Japanese shipbuilders which are faced with fierce competition from South Korea and China. The consolidation wave among Japanese shipbuilders has been in progress since 2016, with Mitsubishi Heavy Industries (MHI) launching talks to form alliances with three compatriot shipbuilders Outlook This imbalance left the container – Imabari Shipbuilding, Oshima shipping market in a worse Shipbuilding and Namura The pandemic has hit European condition at the end of the Shipbuilding. shipbuilders, predominantly decade than at the start. engaged in the constriction The downturn has seen China of cruise and RoRo vessels, So, how do we save the merge its top shipbuilders China extremely hard, as yards face shipbuilding industry from going State Shipbuilding Corporation construction delays from cruise bust if ordering of new ships is (CSSC) and China Shipbuilding liners and seek to secure financing not the solution? Industry Company (CSIC). for continuation of activity on existing ships. Since the beginning Restricted demand growth Meanwhile, South Korean of this year, we have seen German prospects coupled with top builders, Hyundai Heavy shipbuilder FSG file for insolvency overcapacity across shipping Industries and Daewoo and more recently Kleven Verft markets are clear indicators that Shipbuilding & Marine filing for bankruptcy after a loan the industry must up its efforts Engineering (DSME), are termination. when it comes to demolition undergoing a regulatory review and retiring old, inefficient of their proposed merger. Operations at STX Offshore & fleet. On the other hand, with Shipbuilding Co. in Korea ground the growing pressure for the to a halt after unions launched a industry to cut its emissions and general strike on June 1 calling decarbonize there is also the for an end of unpaid furloughs, need to build greener and more as reported by the Korea Herald. technologically advanced ships. The cost-cutting measures impacting the workforce are The survival of shipbuilding being pursued as the shipbuilder companies is likely to depend on failed to secure any new orders the shipbuilders’ ability to rise to since the beginning of this year. the occasion and speed up the construction of zero-emission Aside from COVID-19 related ships. Be it hydrogen, ammonia, impact on new ordering, there or electrically powered, one is also the issue of vessel this is certain: the clock on overcapacity in the industry decarbonizing is ticking and at a time when demand is the time has come to make that constrained, particularly in giant step into the future. the container shipping sector. BIMCO’s data shows that in Returning to ‘business as usual’ the last three years of the past is not an option, and the new decade, demand outgrew the reality of demand downturn and fleet as the TEU capacity of the economic troubles shows that fleet grew by 75.6% whereas for shipbuilding it will probably demand measured in volumes mean the survival of the was up 46.1%. toughest and most innovative.

The Report • September 2020 • Issue 93 | 91 Sacrificial anodes...... a waste of money?

By David Pestridge MIMMS

David is a yacht and small craft surveyor based in the UK south west region. He founded White Hat Marine Surveying in 2008 when he retired from the British Army after a 17 year career with the Royal Electrical and Mechanical Engineers.

Building on 20 years’ experience as a sailor and boat owner he completed the highly respected IIMS Diploma in Yacht and Small Craft Surveying.

David is a Chartered Engineer, has a Master’s Degree in science and is a member of the IIMS management board.

Sacrificial anodes are something themselves fix a problem that is out are used (fresh, brackish or salt every boat owner should be aware of control. That all sounds rather water). We can deduce which of, yet not every boat owner will nebulous doesn’t it? metals are more susceptible to need them. The principle is quite galvanic corrosion by considering simple; the material that the boat The process we are concerned their relative potential in a series is made of and the environment in with here is galvanic corrosion; known as the Galvanic Series. Here which it is kept has the propensity the corrosion of one metal in the is a simplified galvanic series for a to cause serious metal loss through presence of another where both selection of typical marine metals corrosion if things get out of are electrically connected by a in salt water (the relative order of balance. Sacrificial anodes are there conducting medium. The variables the metals may change slightly in to help mitigate minor imbalances here are the types of metal involved different marine environments). in this situation but cannot in and the medium in which they

92 | The Report • September 2020 • Issue 93 Gold – Most ‘noble’ metal This brings us to the final anode that is approximately consideration, how effective is 300mm long, it should be effective Titanium any given anode? The choice of to a distance of about 2 meters in anode material is dependent on any direction. Stainless steel 316 (passive) the medium in which the vessel is Stainless Steel 304 (passive) predominantly used. Magnesium A sacrificial anode’s effectiveness anodes are best suited to fresh is directly proportional to the Silicon bronze water, aluminium for brackish purity of the metal from which it waters and zinc for salt water. An is cast. Zinc anodes must be more Stainless Steel 316 (active) easy way to remember this is to than 99% pure zinc if they are remember how water flows with to function effectively and their Monel 400 this cunning euro-mnemonic performance is greatly reduced by Phosphor bronze “Mountains Am Zee”: M (fresh the presence of impurities such as water – magnesium) A (brackish lead or iron. So, whilst high quality Admiralty brass – aluminium) Z (sea – zinc). Next zinc anodes from a reputable to consider is the size of the supplier are expensive, you are Cupronickel anode and how much metal it can paying for this guarantee of quality Brass plating ‘protect’. There is no precise answer that the anode will do its job. There as to how effective any individual are plenty of lesser quality anodes Yellow brass anode will be as its position, available online which come at a electrical contact and the size and greatly reduced price. These are Naval brass 464 composition of nearby metals all typically cast by scrap merchants influence its performance. As a melting down old zinc fittings and Tungsten rule of thumb however, we should part worn anodes without the Stainless Steel 304 (active) expect a typical anode to be equipment or expertise to refine effective to a distance of 6-7 times the resultant metal. As is nearly Chromium plating its own length. So, for a typical always the case; you get what you 3.5kg magnesium narrowboat pay for. Copper Cast iron Mild Steel Lead Tin Zinc anode Aluminium anode Magnesium anode – Least ‘noble’ metal

So, whilst it would be really useful to build our boats out of gold and titanium, they are not the most practical of hull building materials for several reasons. You may be surprised to see plain old mild steel so far down the table and that is probably the most significant observation to make. Mild steel is readily corroded by almost all of the other marine metals, however that is mitigated by what is called the surface area effect, whereby a less noble metal (e.g. a steel hull) can lead to the corrosion of a more noble metal (e.g. a small brass skin fitting) due to the imbalance in their relative surface areas. Narrowboat anodes can be fitted as either welded or bolt on

The Report • September 2020 • Issue 93 | 93 along the hull sides, fitted below the waterline and just above the chine. A final few key ‘rules’. Don’t fit them on the bottom plate as they will get snagged or rubbed off or the hull will rest on them when the hull is slipped and never paint anodes as that stops them working completely.

The use of anodes on FRP sailing and motor yachts is slightly more nuanced given the absence of a large steel hull and instead a non-conducting hull material. Here we are concerned with the various metal through-hull fittings, the propshaft/s, propeller/s, p brackets, outdrives and any below the waterline hull fastenings used in the construction. Most modern Part wasted magnesium anode with deep irregular pits boat propellers are cast from either manganese bronze or stainless steel mixed with several other alloying components to deliver a strong, durable propeller which is corrosion and erosion resistant and all within a cost envelope. Skin fittings found on FRP vessels on the other hand range from domestic grade yellow passivated brass bathroom fittings to top quality cast fittings from reputable companies such as Blakes. Here the surface area of the propeller can outmatch a nearby low quality fitting or the presence of a couple of top quality fittings can outmatch the propshaft or rudder bearings. Due to the lack of electrical connectivity offered by the hull itself, we now introduce the principle of bonding to enable the sacrificial anodes to be suitably ‘connected’ to the full suite of skin Fully wasted zinc anode – ‘well sucked lollipop’ fittings and other machinery to be protected. This is done internally So how can we make best use of leaves much of the mid-section with suitable marine grade tinned this knowledge to keep our boats of a narrowboat unprotected. copper strand wire and marine in good order? The deductions Given that this is where we often grade fittings. we make here are very dependent find the heads and the galley on what type of vessel we are with their associate through-hull considering, what is has been built fittings, this can lead to galvanic from and where it is being used. corrosion in this area of either Narrowboats are most commonly the hull or the skin fittings if found with a pair of anodes fitted they are made of cheap non-DZR at the bow and another pair (dezincification resistant) brass. fitted at the stern, typically on the So for a narrowboat, the optimum swim, with occasionally a smaller anode fitting plan is to fit them anode on the rudder. Noting in pairs on either side at 1m from our observation regarding the the bow, 1m from the stern and effective range of an anode, this then evenly spaced at 4m intervals

94 | The Report • September 2020 • Issue 93 They are not particularly expensive but are worth the outlay for the protection that they offer, especially if the vessel spends a lot of time connected to shore power.

A more thorough (and expensive) solution is to fit an isolation transformer, which introduces a physical break in all three incoming shore power wires and transfers power onto the boat magnetically via the transformers windings. This can provide a very safe electrical environment for working on the vessel’s electrical systems and for any swimmers in the water as the boat is no longer physically connected to the shore side power circuit. They are also excellent at preventing local stray current New saildrive zinc anode corrosion, but that is a subject for a blog in itself.

In summary:

Fit the right anodes for your environment “Mountains-Am-Zee”

Buy quality anodes from a reputable source

Fit them according to the vessel type at the recommended scaling

Make sure they are below the water- line but not on the bottom plate

Consider whether the vessel needs bonding

Examine the shore power connection and upgrade it if possible

Do not paint anodes or grounding plates Bronze grounding plate

A final consideration in how to with propshafts, props and if a skin Other reading on this topic protect the boat from galvanic fitting is compromised the vessel is The author refers you to an excellent, corrosion is the risk posed to it at risk of sinking. recently published handy guide by other vessels via shore power which covers this and related matters, connections. The earth wire is A galvanic isolator (sometimes co-written by Jeffrery Casciani-Wood connected as a common ground also referred to as a zinc saver) is HonFIIMS and Elliott Berry FIIMS that for all vessels and the pontoons fitted into the vessel’s earth wire is available from the IIMS. themselves. There have been immediately after the shore power What A Marine Surveyor Needs to many instances of vessels suffering connection socket and before the Know About Corrosion, Electrolysis, dramatic and, in some cases, earth wire connects to the boat Galvanism, Anodes & MIC is available terminal corrosion due to the electrics in any way. It is a solid- in paperback at £25 plus post and faulty connections of shore power state device which blocks any stray packaging or as a downloadable terminals or nearby vessels, which currents and prevents the boat’s pdf for just £22. Click for details at can turn your own hull into one anodes being used to protect https://bit.ly/3hVwjxf. massive anode and wreak havoc nearby vessels and the pontoon!

The Report • September 2020 • Issue 93 | 95 NEW PRODUCTS

Each quarter The Report brings you an update on some of the new products and innovations to hit the boating, shipping and maritime industry.

Hyundai SeasAll focuses on diesel propulsion

Hyundai SeasAll has released a trio of new diesel engines, the new SB30-OB outboard and a pair of engines based on the 6.7 litre ‘G’ family produced by parent company Hyundai-Kia Motors. The two new medium speed G7 engines are the G300 and G350 and turn at 2,500 and 2,800rpm respectively. They feature solenoid-controlled common rail fuel injection and an electrically activated waste-gate turbo charger.

With an easily accessible seawater impeller, eco-type oil filter and electric oil extraction pump, the new engines and suitable for both commercial use and larger pleasure craft.

“The diesel outboard market is expected to expand decisively compared to the existing gasoline outboard market in Korean waters,” explained Seung-Kab Jeong, Hyundai SeasAll’s chief executive. “As a result we expect the S30-OB to play a significant role as a cash cow in the company.”

Introducing a new friction reducing fairlead

The A.597 roller fairlead from performance sailing hardware manufacturers Allen is a cam cleat accessory for mainsheet jammers and is designed to reduce friction and wear from the mainsheet system.

This product was developed on feedback from some of the world’s most knowledgeable Finn sailors at the 2019 Finn World Masters. Feedback from some of these greats in the sport included; reducing the friction involved when pumping or playing the mainsheet through a mainsheet jammer.

The A.597 replaces the standard fairlead on a mainsheet jammer with a roller system. Initially designed to fit with the range of mainsheet jammers available from Allen, but can also be easy installed to any cleat with a 38mm fixing hole centrer.

96 | The Report • September 2020 • Issue 93 NEW PRODUCTS

Evoy develops 150 hp electric outboard motor together

Evoy’s vision is to eliminate emissions from boats. Norway based Evoy is focused on the commercial market with an inboard propulsion system for boats between 20 and 40 feet. The goal is to have the new electric outboard completed and ready for the market in first quarter of 2021. The prototype outboard is based on a 90 hp and with a more powerful lower leg, it will likley perform equivalent a 150 hp petrol engine with electric propulsion. The testing will be carried out in the fall of 2020 will give the final results on performance and range. 150

Ocean Signal announces compact EPIRB

A new Emergency Position Indicating Rescue Beacon (EPIRB) features a 30% reduction in size compared to other EPIRBs and a 10-year battery life. Ocean Signal said it has developed the world’s most compact Category 1 (auto-deploy) EPIRB – the SafeSea EPIRB1 Pro. Weighing 422g, the EPIRB1 Pro measures just 178mm (h) by 89mm (w) by 100mm (d).

The SafeSea EPIRB1 Pro is designed to release automatically from the Category 1 Auto Deploy Bracket once submerged in water and float free from a sinking vessel. When floating on the surface, it will then transmit the boat’s distress message to alert rescue authorities. Users of the EPIRB1 Pro can expect their beacon to be located within 100m, 95% of the time, within five minutes of the distress signal.

Ocean Signal’s SafeSea EPIRB1 Pro communicates the location of the survivors to search and rescue services in three ways – the designated 406MHz Cospas-Sarsat satellite system with position provided by an integrated GPS receiver, a 121.5MHz homing beacon, plus a high brightness LED strobe light to maximise visibility in low light conditions.

The Report • September 2020 • Issue 93 | 97 NEW PRODUCTS

Vetus expands its thruster series

Vetus has expanded its BOW PRO thruster series with two new larger Boosted models, the BOWB180 and BOWB210 launched. The latest models are energy efficient and have longer runtime, utilising features such as heading hold or position keeping.

A third connection on the motor leads the current to an internal charger, stepping up the voltage from 12 volt to 24 volt or 48 volt. This allows a 12V or 24V charging source, such as the propulsion engine alternator, to charge a 24V or 48V battery bank. The thruster battery bank is charged any time the thruster is not being used.

Innovative Volabo electric motor expect by year end

The company behind the innovative Volabo electric motor has announced that they have now put the motor into series production with the first units being available at the end of the year.

Developed and tested for both marine and automotive use, the Volabo electric motor uses a unique form of stator windings that allow much better torque and a more compact design. In marine form it will produce 80kW of peak power and a nominal power of 50kW and it is expected to match the Recreational Craft Directive requirements.

A feature of the Volabo motor is that it operates at 48 volts DC which the company claims is a ‘safe to touch’ voltage. This means that the wiring and clamping technology is much simpler and technicians do not require extensive training and certification.

The motor can be mounted either vertically or horizontally due to a reinforced end shield and this makes it suitable for connection to saildrives, outboard motors, shaft drives and z-drives. The 50kW power output has been selected to meet the propulsion requirements of a wide variety of craft including RIBs and smaller workboats where electric propulsion is in demand.

98 | The Report • September 2020 • Issue 93 NEW PRODUCTS

Schottel launches retractable rim thruster

A German propulsion expert has launched a retractable variant of its rim thruster that covers the power range up to 500kW. Designed for low-level noise and vibration, the Schottel Retractable Rim Thruster (SRT-R) has been developed from the company’s existing rim thruster (SRT). Optimised by CFD (Computational Fluid Dynamics), the internal propeller blades are hydrodynamically designed to be highly resistant to cavitation.

The SRT-R can cover a thrust radius of 360 degrees. This offers additional versatility, and also allows the thruster to be optimally adapted to any requirement and operation profile, including dynamic positioning operation or as a take-home device.

The SRT is an electric propulsion system. The electric motor stator is installed in the outer part of the tunnel, while the propeller blades are attached to the inside of the rotor. This results in a space-saving and low-weight thruster. It converts electric power directly into propulsion power. Surrounding water permanently cools the electric motor, preventing it from overheating.

Stay tension can be measured in realtime via smarttune

Cyclops Marine has launched a simple-to-install load sensor that accurately measures stay tension in real time and transmits rig-loads wirelessly to a smartphone or boat instruments.

The smarttune load sensor is the first in a new smart range of load sensors and enables users to measure and repeat their fastest settings, control their forestay sag and headsail shape, alongside the mast bend to manage the mainsail shape for optimal racing performance in all conditions, on all points of sail.

The load sensor can be swapped in for the existing turn screw in minutes and showing the live rig load on the user’s smart device seconds later.

The load sensor also shows the rig live load so the crew know they are not overloading it, plus sends live data to mast instrument displays and mobile apps, creating a better communication link between trimmers, tactician, and helm.

The Report • September 2020 • Issue 93 | 99 PUT EVERYTHING

By Karen Brain ININSTRUCTION, WRITING! CLIENTS & TERMS AND CONDITIONS

In life most things are simple, and this is so if basic guidelines are followed in what ever you do in your business and personal life. It is so easy to overlook, neglect to do or decide in a fleeting moment of haste that a step is not necessary and so omit it; and those omissions can often lead to substantial long-term grief.

In this short article we are going to look at a few basic steps that should be undertaken when dealing in business i.e. when forming a binding agreement (a contract) to reduce the possibility of “grief”.

We start by asking three basic questions: consideration is a required element of forming a binding agreement (a binding 1. Do you know who instructed you? contract) and this can be money or 2. Do you know who your client is? monies worth. 3. Do you know if your terms and conditions • Have you advised them before accepting are accepted? the job that all your work is undertaken So, a scenario is: You take a telephone call under your terms and conditions; these from a person, perhaps a sales broker, asking may be standard terms and conditions? you to undertake a survey on a vessel for Let’s go back a stage. A contract (a binding which he has a potential purchaser. Business agreement) may be oral or written and is for you may be slow, or it seems a good formed by: opportunity or you know the broker well. So, • Offer you say yes you will do the survey. • Acceptance • Have you formed a binding agreement • Consideration (oral contract) at this point? Good question. Not if the amount to be charged • Intent to create legal relations has not been discussed and agreed; • Certainty

100 | The Report • September 2020 2020 • • IssueIssue 9393 The last two elements are normally quite and conditions, they agree to your terms and obvious so we will not concentrate on these conditions by accepting your offer of services. in this article. Whatever you do, you must make sure your terms and conditions apply to your contract In the above scenario who is offering and (your binding agreement) with your client. who is accepting? If you agree with the sales broker to do the It should be made clear that you as a survey what is his status? Is he an agent of surveyor are offering your services at the the potential purchaser? Has he become agreed price with your terms and conditions your client? Payment for a service is just one applying; the client should be the one element that is looked at by courts when accepting your offer, preferably in writing. deciding who are the parties to a contract. You may have formed a contract with more Your terms and conditions may be attached than one person by accident. Thus, the to an email or included as an attachment to rule is, always write to your client before a letter and you may request they are signed commencing work and ensure they confirm and dated by your prospective client and you are working for them only and that they that they return a signed and dated copy to accept your terms and conditions. you before you undertake the work – this is preferable. Or you decide to refer to your It is helpful if you always state in your terms and conditions applying to all your survey report that the survey is only for the work and direct them to an attachment to benefit of your client “Mr Bloggs” and there an email or an inclusion in a letter. Another can be no reliance on the document for alternative is to state your terms and other parties and neither do you have any conditions apply to any work you undertake liability to anyone else except your client and refer them to a copy on your website by and that the document cannot be released providing the URL; you may do the latter and to any other party without your written still ask them to confirm they agree to your agreement. You may wish others to be able terms and conditions. There are different to rely on the survey report and if so you options available to incorporate terms and would need to add that other parties can conditions in a binding agreement. rely on the survey report but only if you give your written agreement (consent). The A final catch all is to state that even if they decision is yours as to how wide you wish do not confirm they agree to/sign your terms your liability to be to parties.

So, three simple things to remember: Matrix Insurance Services Ltd - • Know who is instructing you Provider of professional indemnity • Identify your client by confirming scheme for IIMS members in writing to your client your instructions, your offer and Karen Brain supply them with your terms and Managing Director – conditions at this point solicitor non-practising • Ensure your terms and conditions are accepted by your client Tel: 01892 724060

[email protected] “put everything in writing”

TheThe ReportReport •• SeptemberSeptember 2020 • Issue 93 | 101 The root of most problems with contracts is caused by common formation problems. By Karen Brain Contracts and law govern and fundamentally affect the operation and functioning of businesses. As such, businesses and their personnel should be aware of and understand the formation of contracts and their key elements that will affect the relationship and liabilities to their clients.

First you have to ascertain if a binding discretion and flexibility in accepting or contract (a binding agreement) actually rejecting that offer. exists. Secondly, if so, what terms have been 4. An option is to send out all incorporated into the contract. correspondence marked “subject to contract”, until you wish to form a binding This article “dips” into the arena of contract. This clarifies that communications forming contracts. It is not meant to be a are invitations to treat and avoids you comprehensive overview of contract law, potentially being bound to the other party which is highly complex, it merely seeks to inadvertently. summarise the fundamental elements of a 5. Check that your standard terms are contract which a business should consider included in your contracting procedures when contracting with other entities. and ensure those staff forming contracts understand how to ensure to include your Offer terms and conditions in a contract. 1. An offer is a promise by one party to enter Acceptance into a contract with another party. 2. An offer must be (a) specific (i.e. 1. Acceptance is a final and unqualified unambiguous/unequivocal); (b) complete; assent to an offer. (c) capable of acceptance; and (d) 2. It must be communicated to the offeror made with intention of being bound by to be effective, however, conduct can acceptance. sometimes constitute acceptance. 3. An invitation to treat is not an offer. An 3. Do not forget that contracts can be made example of this is a shop window. If you are by email/orally and they do not have to not dealing on your own standard terms, be formal written documents; and you it may be beneficial to send an invitation can modify contracts also in this way by to treat and wait for the other party to intention or accident. So, the rule is “use return with an offer. This then gives you the informal communications with caution!”

102 | The Report • September 20202020 •• IssueIssue 9393 Sometimes it is better to consider heading by which an obligation binding on some all emails with “subject to contract” as a person is created or confirmed. failure to do so runs the risk of forming 4. Past consideration is no consideration, i.e. if a contract without the intention and/or a party performs a pre-existing obligation, having the appropriate protection. it does not constitute consideration for a 4. Now for the battle of the forms. At what new obligation. point is the contract formed? Which party’s 5. In most cases consideration is obvious terms will apply? If a party offers to contract but if you are not sure it exists either on its own terms, which the other party acknowledge in an agreement the accepts but then imposes its own terms, existence of some consideration (e.g. £1) or there is no acceptance but rather a counter- execute the agreement as a deed. offer. Each party wants to ensure its terms are the last set of terms despatched prior to Intention performance, at which point the contract 1. A contract cannot be made unless the between the parties is formed. parties have a mutual intention to create a 5. Acceptance is the final step before the legally binding agreement. contract is formed and becomes binding, 2. An intention to create legal relations is unless the other party agrees to vary the presumed in commercial situations but it is terms of the contract at a later date; so at always better to make it clear. this point normally no other terms can be incorporated into the agreement, unless Certainty the agreement provides for it. 1. The agreement must be complete. It Consideration must not lack an essential term which 1. A promise cannot be enforced unless constitutes the fundamental purpose of there is consideration given or promised in the agreement. exchange for it. 2. The agreement must not be vague or 2. Consideration does not need to be ambiguous i.e. uncertain. adequate, however, it must have some 3. Although in some circumstances a court value (monies or monies worth). may decide to fill in perceived “gaps” in a 3. Deeds do not require consideration to be contract in accordance with the parties’ given. A deed is a written document which intentions at the time, this should not be is executed with additional formalities and relied on.

So,Do thinkthree simplecarefully things when to you remember: are forming Matrix Insurance Services Ltd - a • bindingKnow who agreement is instructing (a contract) you with one or more parties to ensure you have Provider of professional indemnity incorporated• Identify your your client terms by confirmingand conditions scheme for IIMS members in thein writing contract to thatyour you client may your wish to rely Karen Brain on instructions,at a future date. your offer and supply them with your terms and conditions at this point Managing Director – solicitor non-practising • Ensure your terms and conditions are Matrix Insurance Services Ltd. and the author of this article do notaccepted accept any liability by your for any errors client or omissions in this article. Tel: 01892 724060 The information contained in this article is for general use only and is not intended to constitute legal or insurance advice and should not be treated as a substitute for such advice. [email protected] “put everything in writing”

TheThe ReportReport •• SeptemberSeptember 2020 • Issue 93 | 103 A day in the life of... Jeffrey Casciani- Wood Mike Schwarz caught up with veteran, retired surveyor, Jeffrey Casciani-Wood, aka Mog as he is known, just a month before his 90th birthday. Happy birthday Jeffrey from the IIMS family.

Believed to be the Institute’s second oldest member, he will turn 90 next month and held the position of President between 1997 and 2000. Many members will know and have met Jeffrey - most would sum him up as a character with an encyclopaedic knowledge of the surveying profession. He has enjoyed a rich life, much of it devoted to the marine surveying profession. His knowledge and experience of the marine industry is vast and, although retired for a number of years, Jeffrey just loves to keep his hand in and continues to contribute in any way he can. His latest article on fastenings, Part II of which is published in this edition of The Report, is another fine example. Mike went in search of the man behind the character.

104 | The Report • September 2020 • Issue 93 Question 1 How many years did you practise A view over West India Docks from the east. Blackwall basin is the round dock in the middle fore ground. On the day I started work the shipwrights were docking a as a marine surveyor and what was destroyer in the drydock that leads off the basin (underneath the two white sheds in the appeal of the profession that the middle foreground to the left of the basin). drew you into the industry?

I actually started learning about surveying when I was an apprentice. Often we would drydock a ship which was undergoing one of the Class surveys when it was necessary to ‘open up the lifeboats’ also for survey. They were mainly wooden clinker-built lifeboats and I knew the class surveyor quite well because I was the only lad doing the job. He would frequently ask me what I had found, have a quick look at any defects I told him about, write in his notebook and then clear off. A couple of days later we would have repaired the defects, boxed the boat up and that was it. He would also often ask me how busy we were and, if we were not too busy, he would ‘find’ non-existent defects to give us some work. When I finally gave up working as a shipwright in 1957, I worked for some eight years in the drawing office at Blackwall yard after which I started working in 1965 for a city consulting engineer. In that role I was classed as a surveyor finally setting out on my own in 1970. I officially gave up Question 2 and, I think that I am right in this work as a surveyor when my wife Given that you have been retired when I say that I am probably died in 2005, so the answer is 43 for a number of years what is it that the only one in the IIMS who has years plus! drives you on to remain current in worked under enemy fire in the the market, even today, by which second world war. I remember What was the appeal? My father I mean writing magazine articles, working on a ship in what is now St. died when I was aged just 10 publishing handy guides, attending Katharine’s Yacht Harbour, London and he had been in the ‘Andrew’ and presenting seminars? and watching the last of the flying (The Royal Navy) in the first world bombs go over. Some memories I war and the (probably wildly When I first started as an would prefer to forget. exaggerated) tales of those days apprentice, Bert Powell, the charge thrilled me and, from a very early hand who had the job of teaching I really enjoy writing those papers age, I wanted to go to sea like me said, “This aint a trade, son, it’s a and booklets because I know that my dad. When I reached the age disease, and what you’ll need most they help many people to pick of 14, my mother told me that, of all is a sense of humour!” He up some of my own hard-won because of her circumstances, was right on both counts. I simply knowledge which I enjoy sharing. I I had to leave school and go to caught the disease. It is incurable. learned very early on that the best work. She had a good friend The sense of humour grew over the way to learn is by making your own called Gus Forsberg who was the years. The profession has given mistakes even though you hide Company Secretary of a shipyard me a very interesting life. I have them by calling them experience. at Blackwall, and he offered to travelled to over seventy different It is better, if you can, to learn give me a job. I was delighted. I countries, visited every continent the lessons from someone else’s started work there on the 1st day and sailed on a number of seas mistakes and those papers and of January 1945. The rest, as they including several trips on trawlers booklets often contain knowledge say, is history. and the (in)famous Liberty ships, gained that way.

The Report • September 2020 • Issue 93 | 105 Question 3 What in your opinion have been the biggest and most challenging changes over the past 50 years in the surveying profession and have they necessarily improved a surveyor’s lot?

The coming of the container with the consequent disappearance of the break bulk general cargo ship and the merchant marine and, subsequently, the closure of many commercial docks and nearly all the British shipyards. That has resulted in many people coming into the profession who do not have that background of shipyard work and/or seagoing experience that I had behind me. That has been a very big Blackwall Yard No 2 dry dock. The last on the London river and now a listed building. challenge and has meant that the folk who do try to follow the profession have to start from the Taking UTS Measurements on a Narrowboat in the Dry Dock at Enfield. ground (or waterline) up, often when they are already mature adults. I am often privately horrified at some of the things I have heard surveyors say, or seen what they write, although I am willing to grant that it is not really their fault. It is usually due to lack of experience and I do not envy them.

Question 4 What was the most useful item of kit in your toolbox and why?

My hand hammer. I still have my shipwright’s 2 lb. spike pein hammer and it is very useful. I wouldn’t part with it. A classic example of its use is when carrying out a survey on a steel Dutch barge or similar. Although an ultrasonic machine is absolutely essential and necessary and will tell you the local thickness of a shell plate, a hammer blow will tell you the general condition of a much wider area of plating, but you need training to both learn where to hit and to hear and understand the timbre of the sound of the blow. Surprisingly, the hammer testing of a steel plate is not a ‘teach yourself’ trick of the trade.

106 | The Report • September 2020 • Issue 93 Question 5 What are the biggest challenges facing modern day marine surveyors, particularly those who did not come into the business the way you did as an apprentice in a shipyard?

The biggest challenge is getting the necessary breadth of experience. Many of them only have experience of say frp yachts with no experience of wood, steel or ferro-cement construction. A good surveyor should be able to survey a vessel whatever her material of construction, give a reasonably good idea of the condition of her rig and a similar superficial report on the Isle of Dogs and the West India Docks. I built the last two vessels to be built on the London condition of her machinery. river at Limehouse hole - bottom right where the two big sheds can be seen. We used to call It would help, in my opinion, it the Hog yard. Blackwall Basin is the circular dock off to the left. if everyone who took the Diploma course in marine surveying, had to attend a minimum number of training days before setting out on his or her own. Ideally, he/she would also have spent some time with and understudying an experienced surveyor. I realise that raises problems and would be difficult to enforce and/or practice, but it is the only and very best way to gain knowledge and to understand the necessary experience. Another challenge is to gain the ability to write a good quality and accurate report in good English. Often, it is simply badly written English that gets a surveyor into trouble with his clients.

Question 6 Which two aspects of your work as a marine surveyor are you most proud of and gave you the most pleasure? Me receiving my Lifetime The second was the receipt of Achievement Award to celebrate 70 The first I would say is that I was the Lifetime Achievement Award years in the surveying and maritime world at the 2015 IIMS Conference responsible for building the last presented to me at the IIMS dinner aboard HMS Belfast, London. two ships (large rubbish barges Conference dinner aboard HMS Together with Capt Bertrand actually) to be launched into the Belfast as a length of time in the Apperry (IIMS President at the time) London river in the old Hog Yard at business momento. I was very and Mike Schwarz (centre). Limehouse Hole. It is underneath deeply moved by that. The men I a concrete roundabout now. Sic served my time with at the Orchard transit Gloria mundi! Dock would have been proud of me.

The Report • September 2020 • Issue 93 | 107 Question 7 Question 8 whether a boat is built of iron or How important is it for a marine Given your extensive experience, steel manufactured by a particular surveyor to be a member of a what are the three best bits of method by the grinding method. professional body such as IIMS advice you can pass directly on That knowledge helps not only to and what part should such an to the current generation of know where to look for defects in organisation play in today’s surveyors and those just making a structure but also to know WHY modern world? their way in this game? they are there.

To answer the first part of the Whenever you leave a job to Build yourself a good library of question: Very important indeed. go home ask yourself “What reference books and technical Practising surveyors should be have I learned today?” and papers on all types of boats, encouraged to attend the various answer it honestly. boatbuilding practices and training events and strive to move materials, and do not scorn it up the membership scale. They Learn as much as you can about because the book was published should also be encouraged to the material from which the boat before you were born. I learned write articles for The Report and is built. If it is wood, start learning why steel made in a Bessemer to share their knowledge with about timber from the moment the converter is not allowed in sea others. They should be very proud seed that yields the tree falls into going classed ships from a book of being an important part of the the ground. Similarly, for frp, steel that was published when my engineering profession. and ferro-cement. You should be mother was just eight years old! able to identify quite accurately The second part is more difficult to answer. I think that one of the things that should be considered is that organisations such as IIMS bring to the attention of the public at large and, perhaps more importantly, the Members of Parliament and Government, the importance of the various branches of the engineering professions, especially marine surveying.

108 | The Report • September 2020 • Issue 93 Question 9 If you had your time over again, would you change anything?

Yes. I had passed the Essex County Scholarship when I was 11 and was receiving a good combined education at a Technical College when family circumstances forced me to leave. As I was under 16 when I started work, I had to have one day off a week to keep my hours under the legal maximum. I should have used that day to go to Poplar Technical College to continue my education. I didn’t and so wasted much time. Had I have done so I would have had an HNC by the time I was a third- year apprentice and probably a doctorate by the time I was 22. I regret that time wasted and the only excuse I have is that I didn’t have anyone to guide me. If I could go back, I would definitely change that.

Question 10 I understand you have been writing an anthology of your life as a marine surveyor. What can you tell me about this work and when might we be able to read it?

I wrote the history of the first part of my life for my family and they keep nagging me to bring it up to date. That is available now. It takes the reader, more or less, to the end of my apprenticeship. For the last ten years, however, as time allows in a very busy life, I have been writing a Manual on the Marine Surveying of Small Craft based upon my experience of the profession. Volume 1 is on the final edit stage. Volume 2 is in draft form and Volume 3 almost complete. It is based on my experience of working in the profession from the age of 14. I think that it will be ready in a year from now.

This poster was produced to advertise The London Graving Dock and Thames Shipyards exhibition. The Thames Festival Trust put on this exhibition about the ship and boat building industry on the River Thames to recognise the history and heritage of the London Graving Dock Co, based in Blackwall since 1617.

The Report • September 2020 • Issue 93 | 109 Averil and me with eldest grandson Jason and his wife Raksha, Jasmine and Roisin their daughters (great grand daughters) in Tower Gardens, London. This is just one small part of my lovely family.

Question 11 Question 12 I recall you saying that another Apart from drinking tea and Sibelius, Mozart and Beethoven but, great grandchild is expected. How completing the newspaper when I am alone, I still love to listen many grandchildren and great crossword every day, what other to a good brass band march; but grandchildren do you have and hobbies do you have? my favourite pleasure is listening how do you possibly keep up to to Myfanwy or Cwm Rhondda sung date with them all? Would you I have often said that, D. V., I shall by a good Welsh Male Voice Choir – advise any of them to become a die of too much blood in my tea the most beautiful sound on Earth. marine surveyor? stream. I like to play Scrabble I am an Anglo-Welsh-Italian-east with Averil and to do the ‘Tory London Cockney mongrel and Norma, my wife of fifty-three Dailygraph’ cryptic crossword it stirs the Welsh-Italian part of years, two months and sixteen every day as it keeps my brain my soul like nothing else. I loved days, gave me three sons and two working. As for other hobbies, for singing Hen Wlad fy Nhadau when daughters. My eldest son, Alan, many years I played the double Wales played England in the Rugby died five years after my wife. I B flat contrabass tuba and/or the (Union of course) matches but, as I have ten grandsons and six grand G bass trombone in a Salvation have a voice like a crow with a sore daughters and, to date, twenty- Army brass band. I had to give throat, it used to annoy my poor two great grandchildren. Daisy, that up some fifteen years ago as wife (and the neighbours) no end. unfortunately, was still born. All it became physically too difficult. I Happy days. being well, my granddaughter love classical music and particularly Janine will deliver my twenty third enjoy listening to Schubert, great grandchild (a boy) at the end Photograph of Barking Citadel YP Band in 1941. nd of September. As far as keeping up Middle row, third from the left: me on 2 horn. to date is concerned, fortunately, I have a very dear friend called Averil, who keeps a diary with all their names, addresses and dates of birth and regularly updates me on such important matters as birthdays. They cost me a fortune at Christmastide. Anastasia, my eldest great granddaughter is eighteen. Give me another few years and perhaps I shall see my great-great-grandchild. My daughter with whom I live has said that I shouldn’t advise any of them to go into my profession – you have to love ships and boats and ignore everything else! Not strictly true but well on the way.

110 | The Report • September 2020 • Issue 93 24 Shanghai Expo Center TO NOV 26 2020 China

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