IIMS News Bulletin June 2023
IIMS News Bulletin June 2023
Southampton
Conference
JUNE 2023 7th June
IIMS N E W S Book your place
BULLETIN
online today at
https://bit.ly/3ju8PFc
Dear Member
Welcome to this News Bulletin from the International Institute of Marine Surveying (IIMS). This and previous bulletins are available
in PDF and eReader format at https://bit.ly/3LQdDOw. It aims to keep members and non-members up to date with information
on a monthly basis. Members are encouraged to share and forward this newsletter to colleagues, who they think might like to
join the Institute, or who may be interested in its content. For more information about the Institute visit: www.iims.org.uk
The report issued recently by the MAIB into another two needless
deaths onboard the vessel Emma Louise at Port Hamble Marina
once again reminds me of the hidden dangers of carbon monoxide
poisoning. Had a CO detector been fitted on the boat, both men
would still be alive today. Such devices are available in the UK
at the local hardware store for as little as £20. It frustrates me
that vessel owners do not routinely fit them and that there is no
mandatory requirement to make them do so. It also poses the
question as to where the limit of a surveyor’s duty of care ends. In
my opinion, any surveyor boarding a small craft that does not have
a CO detector should point out this deficiency to the vessel owner
as a matter of course. You can read more about this avoidable
tragic incident and download the report elsewhere in this bulletin.
It’s Conference and AGM time once again. This has really come up
fast, but the planning is complete, and we are ready to put on a
great, educational event next week, one not to be missed. Sadly, if
you have not booked to attend as a real-time delegate, it is too late
to join us in person. But there is still time to book on to either the
AGM or Conference (or both) as an online delegate, or if the date
and time do not work for you, please consider acquiring the videos
we will make on the day. And we’ve kept the cost deliberately low
too. The Conference dinner has attracted 50 plus attendees the
night before the event at Chilworth Manor Hotel. Full reports on
the proceedings will appear in next month’s bulletin.
We have added late content to the Conference programme and I am delighted at the breadth of
topics we have managed to squeeze into the one day event for your benefit. The final speaker
schedule with details of how to reserve you place can be found at https://bit.ly/3ju8PFc. You do
not have to be an IIMS member to attend the Conference.
My CEO Report for the AGM was published some weeks ago, but if you missed it, here’s the link
again to the pdf document. Go to https://bit.ly/3BigBHh.
And if you are entitled to vote at the AGM but have yet to do so, please note that the deadline is
16.00 on 6th June. To access the voting form and to join the AGM online (or to send your apologies
for absence) go to http://bit.ly/410lr6Q.
I am pleased to announce the release of the June Report Magazine today. Elsewhere in this bulletin
you can find links to download the publication in pdf or eReader format. I would particularly like to
steer you to this edition for one reason and one alone. The onslaught of AI (Artificial Intelligence),
(Chat GPT in particular), and its rise to the public’s attention in recent months is both fascinating
and alarming. IIMS member (and IT expert) Nick Parkyn, has written a most well thought out article
on this technological revolution and, if you thought this has nothing to do with you, I suspect we
are all about to be consumed by it one way or another as we were by the internet and mobile
phone technology just a few short years ago. It is a potential game changer but comes with a health
warning! So, better to understand the challenges and opportunities it presents both to you as a
marine surveyor, but also just as a consumer of information in your personal life. I have experimented
extensively with the platform and have also authored an article on this same subject in this edition
of The Report. Apart from that, The Report is another eclectic mix of technical articles and maritime
related features and one I am confident you will enjoy reading.
Notice of the
forthcoming hybrid 2023 Annual General Meeting
Members of IIMS are hereby notified that the 2023 Annual General Meeting will be held as a hybrid event on
Wednesday 7 June from 08.30 to 10.30.
1. Do you approve the re-election of the IIMS Management Board en-bloc for a further 12 months?
2. The Management Board proposes and recommends increasing the membership fees in 2024 by 4%
(Area 1), 2% (Area 2) and 1% (Area 3).
Online electronic Voting is open until 16.00 on 6th June. Please cast your vote (if you are entitled to do so)
by clicking on the link below which can also be used to tell us if you plan to attend the AGM online. Go to
http://bit.ly/410lr6Q.
ANNUAL
GENERAL
MEETING
One day essential IIMS hybrid
Annual Conference at Southampton
on 7th June 2023
There have been a few amendments to the original schedule, but here is what we have to offer you.
13.00 Lunch
Room 1 Room 2
Presentations and discussions for Presentations for Commercial Ship Marine Surveyors
Yacht & Small Craft Marine Surveyors
13.45 - 14.20 Developing Technologies and Practices
13.45 - 14.25 Q&A session Within Commercial Marine Surveying
by Sir Robin Knox-Johnston by Mike Wall
14.25 - 15.10 Electrical surveying from an 14.25 - 14.55 Update on the progress with
electrical engineer’s perspective autonomous shipping by Alexandros
by Paul Madeley Ntovas and George Alexios Ntoules
15.10 - 15.25 Afternoon coffee and tea 14.55 - 15.05 Afternoon coffee and tea
15.25 - 16.10 The surveyor’s duty of care by 15.05 – 15.45 Buyers’ perspective when appointing
Karen Brain, Matrix Insurance a marine surveyor by Per Åge Nygård,
Norwegian Hull Club
16.10 - 16.40 Join your fellow surveyors in 15.45 – 16.10 Future challenges for marine survey
Room 2 for an open forum by Jeff Wilson
discussion hosted by Mike 16.10 – 16.40 Open forum discussion hosted
Schwarz and Peter Broad by Mike Schwarz and Peter Broad
Close
The event is generously supported by Matrix Insurance Ltd. The link to reserve your place online once again
is https://bit.ly/3ju8PFc. If you prefer not to use the secure online booking system, please email
Vicki Loizides at [email protected] or call her on +44 23 9238 5223.
June 2023 Report Magazine, edition 104 published
This 144 page edition of the award-nominated Report
Magazine carries a wide range of features and articles of
interest to marine surveying professionals, but also the wider
maritime community, including some interesting lifestyle
content too. Here are just some of the main features awaiting
your discovery.
Download The Report Magazine in pdf or view the publication in eReader format at https://bit.ly/2WQTosu.
Seawork is Europe’s largest on-water commercial marine and workboat exhibition. Marine Civils is co-located
with Seawork.
Every year this valuable meeting place for the commercial marine and workboat sector hosts launches,
demonstrations, new vessels and the latest equipment. If you are coming to the show do pop by and meet
some of the IIMS team who will be pleased to welcome you to Stand P103.
Keith Meadowcroft,
Voltmaster Systems
soke at length and
knowledgeably
about lithium-
ion battery
technologies.
He was followed
by Tom Keeling.
He presented
the results of
his survey into
gas installations
with some quite
shocking findings
which he plans to
share with readers
in a future edition
of The Report.
Jeremy Greenwood
from Tristar, based
on site, gave those
present a glimpse
of a lithium-ion
battery installation
currently being
installed on a
narrowboat.
Emma Louise fatal
carbon monoxide
poisoning report
published
Image credit: MAIB
The two men had boarded the boat the previous evening and had left the engine running while they remained
in the boat’s covered cockpit area. The MAIB investigation concluded that the boat’s exhaust gas, which
contained carbon monoxide, had likely been funnelled into the cockpit by an inflatable towable ski ring that
was suspended from the transom of Emma Louise. The levels of carbon monoxide would have increased in the
cockpit, rendering both men unconscious and causing their deaths. There was no means of alerting the men
to the danger because a carbon monoxide alarm had not been fitted to the boat.
“CO is colourless, tasteless and odourless and difficult for people to detect. It is essential that CO alarms are
fitted in areas where carbon monoxide can accumulate such as the cabins and cockpits of motor cruisers.
Never ignore the smell of exhaust fumes in any enclosed space. Boat users are once again reminded of the
three simple but life saving measures that will help you to stay CO safe: install and maintain equipment
properly; fit CO alarms and test them regularly; and always ensure there is adequate ventilation in the cabin.”
These themes are expanded upon in a series of detailed technical articles on wave data, ballast water, cyber
safety and testing and maintenance services to name but a few.
The Annual Review also includes details of all the new, updated, and deleted IACS Resolutions in 2022, as well
as information on IACS’s numerous submissions to IMO and our ‘Class Report’, which contains data on the
IACS fleet.
A 5.5-metre recreational power boat was returning from a fishing trip outside Manukau Harbour. While
the boat was crossing the bar, it became swamped by a series of steep, breaking waves, its engine lost
power, and it capsized and sank. A boat occupant called 111 and a rescue helicopter and two nearby private
vessels responded promptly, recovering all four occupants from the water. None of the four occupants wore
lifejackets. Tragically, only one person out of the four survived, and the wreckage of the boat was never found.
The TAIC said the cause of this accident was that the boat was steered into the hazardous waters of the bar,
putting it at risk of broaching and swamping, rather than via the safer Southern Channel. Also worth noting
is that the skipper had no formal maritime qualifications but about 20 years’ experience in boats and had
crossed the Manukau bar more than 100 times to reach a favourite fishing spot.
Following this accident, TAIC has issued two key recommendations for future safety.
The TAIC said that, for more than twelve years, the ongoing reluctance by Ministers, the Ministry of Transport
and Maritime NZ to regulate recreational boats and boaters has constituted a tacit acceptance that every year
15 to 20 recreational boaters die as a result of their own actions.
Regulate boating: Recommendation 002/23 calls on the Ministry of Transport to revisit its stated position
(response to TAIC recommendation 004/11) that there is not enough evidence of a need for compulsory
licensing and education of skippers. The Ministry argued that safety education campaigns are better than
licensing. It said it could reconsider its position “if new evidence suggests that introducing skipper licensing,
in addition to educational campaigns, would make a material difference”.
The TAIC says education on its own is not enough. Over twenty years of education advocacy for the Safer
Boating Code, there has been no significant reduction in the number of recreational boating fatalities. The
problem is, listening is optional, and too many skippers choose not to listen. The TAIC continues to recommend
skipper licensing to make listening and behaving safely less optional.
Regulate boats: Recommendation 003/23 calls on the Ministry of Transport to research the merits of regulating
recreational boating. Bringing New Zealand into line with overseas best practice could include licensing, boat
registration, and boat design standards. The TAIC said the Ministry accepted this recommendation, saying it
already does such research.
Standards for
offshore helicopter
landing areas
published by CAA
The United Kingdom Civil Aviation
Authority (CAA) has published the
Standards for offshore helicopter
landing areas, the ninth edition.
In Appendix J, the specifications for the helideck status lights and helideck tracking system repeater lights are
compiled together with the specification for the helicopter hoist status light. Amendments to Appendix K have
been introduced to resolve ambiguities.
In light of the growing possibility of MASS becoming a reality by 2025, ClassNK has published the white
paper focusing on ensuring the safety of MASS by leveraging its expertise gained through participation in
demonstration projects, standard-setting, related certification, and research on trends within and beyond the
maritime industry. The white paper is expected to serve as a reference in discussions among a wide range of
MASS stakeholders involved in their development, operation, business creation, and regulatory establishment.
The white paper outlines use cases of MASS, perspectives on safety requirements, gaps with existing
technologies, and risk assessments, and also proposes framework for safety assessment at the design and
development phase, and the PDCA cycle at the operational phase.
ClassNK continues to contribute to the social implementation of MASS not only by standard-setting and
certification as a class society but also by offering related insights.
The white paper is available to download via “Technical Publications” of My Page on ClassNK’s website after
registration at https://bit.ly/44gpwq2.
Changes to Australian operational safety
requirements from 1 August 2023
Between November 2022 and January 2023, the Australian Maritime Safety Authority
consulted on changes to Marine Order 504, which contains a certificate of operation
and operational requirements for domestic commercial vessels.
The MCA has now published MGN 276 (M+F) Amendment 1: Fire
protection - maintenance of portable fire extinguishers.
Just how long can a commercial cargo ship last? The lifespan of a cargo
vessel may vary depending on several factors, including maintenance, the
materials used in its construction, and the conditions in which it operates.
Generally, a vessel can remain seaworthy for 25 to 30 years, but some may
last longer if well-maintained.
Even with proper maintenance, however, ageing cargo vessels may experience
issues that affect their seaworthiness—and the safety of their crews. For
example, corrosion can weaken the hull, and mechanical components may
wear out, leading to breakdowns or failures. Older vessels may also lack
modern safety features, such as fire suppression systems or navigation aids,
which could increase the risk of accidents.
Hull Corrosion: Over time, exposure to seawater and other elements can cause
rust and other forms of corrosion that weaken a cargo vessel’s structure. This
can lead to issues such as hull breaches or flooding, potentially resulting in
the sinking of the vessel. Proper maintenance and regular inspections can
help mitigate the risk of corrosion, but they require significant investment
and resources.
Modern Safety Features & Technology: In some cases, older cargo vessels
may also lack modern safety features or technology, which can put them at
a disadvantage compared to newer vessels. For example, many older ships
may not have advanced navigation aids, which could lead to collisions or
groundings in poor weather conditions or low visibility.
The loss of El Faro is a tragic example of the potential risks associated with
ageing cargo vessels. El Faro was a 40-year-old container ship that sank in
Hurricane Joaquin in 2015, resulting in the loss of all 33 crew members. Upon
investigating the incident, the National Transportation Safety Board (NTSB)
uncovered a laundry list of safety issues that contributed to the vessel’s loss,
some of which included the ship’s lack of modern safety features. El Faro‘s
navigation equipment was outdated, and the captain had limited access to
weather information, which may have led him to underestimate the severity
of the approaching hurricane.
Bringing decades-old cargo ships to current safety standards can also fall
under a somewhat grey area of the law in certain circumstances. In general,
ships are subject to the safety requirements in force at the time of their
construction, but they may be required to retrofit new safety features if
deemed necessary for the vessel’s safe operation.
The IMO sets international standards for the safety and operation of ships,
including cargo vessels. These standards are updated periodically to reflect
advances in technology and to address emerging safety concerns. Ships
built before the implementation of these standards are not required to meet
them retroactively, but they may be subject to other regulations depending
on their age and the flag state they operate under.
How to
conduct
a rocking
test on
pedestal-
mounted
rotating
cranes
A new video has
been released by
West P&I, detailing the correct procedure for performing a rocking test on pedestal-mounted rotating cranes.
Pedestal-mounted rotating cranes are fitted with slewing bearings to allow 360-degree rotation. The slew
bearing is subject to high loads and frequently harsh conditions, which can give rise to rapid catastrophic
failure and unwanted consequences, including severe injury or fatalities. Regular tilt clearance measurements
(frequently known as The Rocking Test) are essential to identify a failing slewing bearing.
The video below demonstrates the most popular way for accurately performing a rocking test to detect if the
slewing bearing is failing and if the crane must be removed from service for repair.
The complexity of the shipping industry, however, has caused some anxiety amongst financial institutions as it
requires a level of expertise that may not be reasonable for, or even available to, small or medium sized banks,
whether seeking to bring such expertise in-house, or rely on sophisticated service providers.
Helpfully, recent guidance papers have been published to better assist the industry, but the authors considered
that a global statistical review of vessel data could further benefit the community. This statistical review is
intended to complement those guidance papers and further crystallize the compliance concerns arising from
the shipping industry.
This review shares our findings related to the availability of vessel Group Ownership in relation to each vessel’s
compliance behavior. Recommendations for financial institutions and insurance companies include adding
at least one additional check during their risk-based approach. That check could be review of the ownership
information of a particular vessel in light of its known compliance status, flag of country and ownership
domicile. Put differently, banks should be able to, as a general matter, have a baseline calculation of risk for a
given vessel so reasonable decisions may be made in light of the increased regulatory pressure regarding the
maritime industry. Additionally, government regulators and port security officials should consider requiring
Group Ownership information prior to port calls, and further down the line, establish a beneficial ownership
registry to ensure additional transparency.
“Safety at sea is the most important thing both for us and our
members. Therefore, we have also followed the work on the
revision of the directive closely and contributed with relevant
inputs during the work. I am happy to see that the result in
many ways reflects our and our members’ interest,” says Søren
Enemark, Senior Adviser at Danish Shipping.
At present, the regional government’s ports authority, PortsIB, manages 47 ports, 13 low-impact anchoring
areas, and 13 ramp facilities, as well as some 14,500 moorings.
Minister for mobility, Josep Marí, explained that the new plan aims to maintain public management as a
guarantee of public access to nautical areas, optimising infrastructure and promoting new services and new
ways to enjoy the nautical world.
Mari said, “The challenge has been to find new ways to democratise access to the sea and increase the
efficiency of current infrastructure, with the intention of collaborating in the creation of a more sustainable
and collaborative nautical sector.”
The plan also proposes specific low-impact solutions to the problems affecting the sector, such as the creation
of temporary anchoring areas with low-impact buoys and a network of dry marinas integrated into the
environment, mainly in in-land areas or close to existing ports.
Sailing into the future with non-toxic
and non-flammable batteries
The shipping industry once used clean wind power to travel around the
world. But today, thanks to combustion engines, shipping contributes an
estimated 1,056 million tonnes of CO2, accounting for approximately 3%
of the total global anthropogenic CO2 emissions. For other pollutants,
including nitrogen oxide (NOx) and sulfur oxide (SOx), approximately 15%
of their release globally comes from shipping.
Looking into the immediate future, it’s likely that we’ll see two different solutions involving battery storage.
Smaller harbor vessels, ferries, OSVs, and short-sea vessels will be fully electric and charged at the port using
shore power. Larger cargo ships and other transoceanic vessels will primarily use fuel cells, methanol, liquefied
natural gas (LNG), or other alternative fuels for primary propulsion and rely on batteries for hotel loads, low-
speed arrival/departure from port, and peak shaving applications. But any way you look at it, a significant
amount of battery capacity will be needed to either partially or completely replace fossil fuels.
Lithium-Ion Concerns
As exciting as an electric future would be, industry executives still have some daunting factors to consider,
including cost, battery life, and safety for both crews and the environment. Lithium-ion (Li-ion) batteries are
the most prominent technology in use today, but that doesn’t mean they are the best solution. Maritime
industry leaders must be aware of the long list of issues and limitations that lithium-ion batteries face when
considering their application.
Unlike diesel fires, which are relatively easy to extinguish with water,
lithium-ion fires’ high temperatures and toxicity make them far more
difficult (and time-consuming) to extinguish. For large vessels, spraying
water on a Li-ion fire has limits—383 tons of water can introduce a
list to a typical Ro-Ro vessel. Additionally, lithium battery fires release
thousands of liters of chemicals (up to 6,000 liters per kWh), including
hydrogen, carbon monoxide, carbon dioxide, hydrogen fluoride,
hydrogen cyanide, ethane, methane, droplets of organic solvents and
oxides of sulfur and nitrogen into the atmosphere which would be
hazardous to the air and water, as well as endangering crew members.
Aside from safety concerns, cost is a major issue. Marine-grade lithium-ion battery systems can cost as much
as $600 per kWh—four times the average price of EV battery packs. That can make the cost of battery systems
up to 50% of the total vessel cost. And then there’s insurance. Maritime insurance companies understand the
risk of lithium-ion batteries and increase rates significantly for ships that incorporate them into propulsion
systems. If lithium-ion batteries are included as cargo, rates go up even more. Recent reports suggest some
insurance companies are flat-out refusing to insure lithium-ion retrofitted engines.
The lithium-ion supply chain is another point of discussion that can’t be ignored. Right now, 80% of global
lithium refining capacity and 100% of spherical graphite production resides in China, and new plants in the
U.S. and EU are not expected to come online for at least five years. While seagoing vessels are great candidates
for electrification, marine integrators struggle to compete for supply with large automakers.
Alternative chemistries
The good news is that more battery options will soon be available as researchers and start-ups work to
develop batteries with similar performance to lithium-ion but with fewer drawbacks. While some companies
try to increase safety by developing solid-state lithium batteries, others are looking beyond lithium altogether.
Some options, such as sodium-ion and flow batteries, are already available. However, current non-lithium
technologies all have trade-offs that make them less than ideal, and none can provide the balance of energy
density, size, and weight critical for shipping vessels. But other new chemistries currently under development
are poised to address the needs of ship owners.
It’s safe to say the maritime industry is headed in the right direction regarding transitioning to battery-
powered propulsion. The mandate to reduce international shipping’s carbon footprint is well underway with
the help of emerging battery technology from providers that keep non-flammability and affordability top-of-
mind. As part of this effort, lithium-ion batteries must be left behind as the maritime industry moves forward
with a solution that is cheaper, safer, and more widely available.
Sunseeker celebrates
the King Charles
Coronation with
limited edition
“Arbie” teddy bear
In celebration of King Charles’ coronation
recently, Sunseeker introduced “Arbie”
the Sunseeker teddy bear, a limited-
edition cuddly keepsake from the Official
Sunseeker Collection. The company invited
its employees to name the limited-edition
teddy bear. “Arbie” was chosen by Senior
Interior Designer and Development
Manager, Adam, in honour of Sunseeker
Founder Robert Braithwaite’s initials R.B.
“As a proud British company, we thought it only right to celebrate the Coronation of King Charles. In honour
of this historic event, we have created a limited-edition teddy bear who was affectionately named ‘Arbie’ in
honour of the company’s late founder Robert Braithwaite.”
“Arbie” the Sunseeker teddy bear wears the official coronation emblem and Sunseeker logo. The emblem
represents the four nations of the United Kingdom: the rose for England, the thistle for Scotland, the daffodil
for Wales and the shamrock for Northern Ireland. These natural forms combine to describe St Edward’s crown,
used for the coronation of British monarchs. The emblem was designed by Sir Jony Ive with his creative
collective Lovefrom.
How to protect
battery systems
update by the
Norwegian
Maritime
Authority
The Norwegian Maritime
Authority (NMA) has published
some safety recommendations
for vessels featuring battery
systems in order to protect
them against humid, salty air
and seawater intrusion.
Responding directly in the wake of the Brim accident on 11 March 2021 which involved lithium-ion batteries
and a preliminary report from the Norwegian Safety Investigation Authority, the Norwegian Maritime Authority
(NMA) carried out surveys on board vessels with battery installations with a low IP rating (less than IP-44). The
surveyors detected salt in several battery rooms, as a result of humid air or water intrusion.
The cleaning of decks and external bulkheads have in a number of cases resulted in water intrusion in the
battery room. Moreover, the Norwegian Maritime Authority has received a report from a battery supplier
pointing out that there is a significant risk of incidents involving systems with a low IP rating and where the
design of the battery room does not have adequate barriers to prevent the ingress of moisture, salt, and
seawater into the battery room.
Water intrusion in dedicated exhaust ducts belonging to systems with a higher IP rating may lead to short
circuits and thermal events. It is not possible to determine when consequences of any salt build-up or moisture
will occur. For vessels with this type of battery system, the company must, as soon as possible, establish
routines for:
– verification that the battery room is protected against the ingress of seawater through openings,
including ventilation inlets and outlets. This includes the risk of water intrusion when cleaning decks
and external bulkheads;
– consideration of possible flaws, including ventilation openings, and the introduction of measures
where there is a risk of ingress of water from the sea or from cleaning;
– any pipe penetrations in the battery room must be evaluated so that they do not pose a danger in the
event of a leak. Potential leakage points in pipes containing seawater must be secured if they are likely
to affect the battery system;
– assessing the environment where the batteries are located (such as temperature, level of salt and
moisture) in order to avoid damage to the battery system;
– contacting the battery supplier if you detect any traces of salt or moisture in the battery room. A
physical supervision of the battery supplier must be conducted to check the condition of the batteries.
NTSB warning of
the potential fire risk
for vessels carrying
scrap materials
Towing vessel Daisy Mae pulling the CMT Y
Not 6 barge with scrap metal cargo on fire.
(Source: US Coast Guard)
In January 2022, a shoreside pile in Newark, New Jersey caught fire, and two international vessels carrying
scrap material experienced cargo fires that year too. In 2017, the Japan Transport Safety Board investigated a
scrap metal fire in a vessel’s cargo hold in Fukuoka City, Japan.
On May 23, 2022, the towing vessel Daisy Mae was towing a loaded scrap metal barge northbound in Delaware
Bay when a fire was discovered on board the barge. The fire burned for 26 hours before being extinguished
by responding fire boats. The damage to the barge was estimated at $7 million.
In a recent report, the NTSB concluded that the probable cause of the fire was the ignition of a combustible
material by an undetermined source, such as sparking from shifting metallic cargo, self-heating of metallic or
nonmetallic cargo, improperly prepared vehicles and appliances or damaged lithium-ion batteries.
Despite supplier acceptance agreements and quality assurance personnel visually inspecting scrap metal,
metallic and nonmetallic hazardous materials are often present within shoreside scrap metal piles and could
inadvertently be loaded onto vessels, elevating the fire risk and leading to intense fires. Once scrap metal is
loaded onto a barge, it is difficult for a towing vessel crew to visually inspect the cargo while underway.
To minimize the risk of fire, qualified cargo-surveying personnel can assist the vessel’s captain before and
during loading operations to limit the presence of hazardous, combustible material in scrap metal. Thermal
imagery is also an effective tool in identifying hot spots in scrap metal cargo at shoreside facilities.
The NTSB has recommended that the US Coast Guard, in conjunction with industry stakeholders, evaluate
the fire risk of transporting scrap metal by vessel and take appropriate action to minimize that risk. The
recommendations also suggest enhancing communication and collaboration between vessel owners,
operators, and shippers to identify hazardous materials that could potentially ignite and to establish protocols
to reduce the risk of fires.
“This event was a fantastic opportunity to really understand the challenges facing our marine and maritime
sectors,” says Karl Tucker, chair of the Great South West. “Our region’s long-established history in the sector,
and unrivalled marine assets, offer a fantastic opportunity to contribute to the country’s economic and net
zero ambitions. We must work with the government to tackle the challenges facing our marine and maritime
sectors, and unlock the potential of our blue economy.”
Kevin Forshaw, chair of Maritime UK South West, adds: “Maritime UK South West is delighted to be able to
bring together R&D active businesses with leading academic researchers in our networks, to crystallise the
Transformational Economic Opportunities that will enable safe and sustainable exploitation of the ocean
economy. This will create wealth in the region, while safeguarding our natural capital and providing global
export opportunities for our thought leadership and USPs.”
The Great South West partners have published a local growth prospectus that aims to deliver 190,000 new
jobs over the next 15 years.
The corrective action taken is to recall the product from end users and to withdraw the product from the market.
Owners of the above product are advised to stop using the lifejackets and contact the distributor they
purchased it from or contact Northern Diver.
Video 2.
CII Guidelines
In this video you will understand:
Video 3.
Worked Example
In this video you will understand:
This 5 part video series on the Carbon Intensity Indicator (CII) What data is submitted to the DCS
is based on the new regulation that came into effect 1 January What the DCS is used for
2023. The video series aims to provide an overview of CII as well What is the purpose of SEEMP Part III
as to raise awareness and increase understanding by providing What are the contents of SEEMP Part III
explainers of what is in the regulation as well as how to apply,
and where to look for more information about it. Video 5.
Certification and Verification
To access the videos go to https://bit.ly/44oZscf. In this video you will understand:
Brazilian legislation provides that the Maritime Authority has the responsibility to safeguard the lives at sea,
vessels, and the environment. Considering that Brazil does not have a Coast Guard, the Brazilian Navy acts as
the country’s Maritime Authority and will be the entity to respond to emergencies and incidents alongside the
Brazilian coast and/or inland waters.
The Letter of Understanding has a duration of 5 years, being extendable for another 5-year period. The
cooperation between the Maritime Authority and ITOPF involves the promotion of courses, workshops,
training, and other activities with the purpose of improving the Maritime Authority’s capacity to respond to
emergencies involving hydrocarbons, both in terms of reaction time and effectiveness of measures taken.
Brazil has a coastline of over 8,000 km and more than 20,000km of navigable river waterways, which are
crossed by a large volume of merchant vessels, including solid and liquid bulk carriers carrying oil, chemicals,
and other substances potentially harmful to the environment, should they be spilled. A swift and assertive
response by the Maritime Authority, deploying all the naval means at its disposal, is crucial to mitigate
damages. The agreement signed with ITOPF is a positive and much needed development, which will hopefully
assist in raising Brazil’s emergency response capabilities to a new level, in line with international practices.
The Sustainability Award was launched in line with the BIA’s Strategic Business Plan, which has a vision
of a vibrant industry supporting boating as a standout choice in leisure activity for everyone; and values
sustainability through the promotion of environmentally responsible practices within the boating industry.
The award recognises companies or individuals who have demonstrated outstanding efforts in contributing
towards sustainable business practices and/ or supporting the sustainability of boating.
Nominations are now open for the inaugural Sustainability Award, and the winner will be announced at the
Sydney International Boat Show in August. Nominees will be assessed on their achievements in reducing
environmental impacts through actions such as use of sustainable materials and manufacturing processes,
contributing to emissions reduction, and/ or implementing sustainable business practices.
NMMA Canada appoints
new executive director
NMMA Canada has announced the appointment
of Marie-France MacKinnon as Executive Director.
MacKinnon will oversee the Association’s strategic
and advocacy efforts in Canada. She is a respected
association executive with over 25 years of experience
working in public affairs and communications in the
private and public sector.
MacKinnon most recently served as Senior Vice President of Public Affairs and Communications for the
Canadian Meat Council, where she advocated for the labor challenges faced by the agri-food industry. She
secured the first-ever federal Agri-Food Immigration Pilot and obtained an increase to the Temporary Foreign
Worker Cap for her members, making her a voice for agri-food labor issues across Canada.
The MCA has recently MGN 400 (M+F) - Additional Guidance on the
Merchant Shipping (Prevention of Air Pollution
Go to https://bit.ly/3M02R94
20 April 2023
26 April 2023
MGN 276 (M+F) - Fire Protection: Maintenance
of Portable Fire Extinguishers (Amendment 1) MSIS 42 - Damage Stability SOLAS 2020
Amendments with Explanatory Notes (Rev. 05/23)
Go to https://bit.ly/42MG7An
Go to https://bit.ly/41xbmhQ
United Kingdom M Notices MGN 374 (M+F) -
Periodic Inspection and Testing of Seamless Steel MSIS 43 - Intact Stability IMO 2008 IS Code and
Pressurised Gas Cylinders (Amendment 1) Explanatory Notes (Rev. 05/23)
Go to https://bit.ly/3LXt5Jw Go to https://bit.ly/3W15hJs
IIMS is planning to launch a new 4 day residential programme, (subject to demand), which will run at the Boat
Building Academy in Lyme Regis from 13 to 16 November 2023. The key aim is to offer delegates a mix of theory
and practical surveying with the final test being to write a report on a boat that has actually been inspected
earlier in the week. Senior surveyors will be on hand to assist delegates as they inspect and survey the boats.
The plan is to spend two days surveying two different boats in the Lyme Regis area. A further day will be
turned over to detailed report writing tuition plus a review of the surveyor’s tool kit.
The cost for the training programme is £650 (no VAT) or £995 (no VAT) to include 4 nights’ accommodation.
Food and drink are at own cost.
At this stage IIMS is asking those interested in attending to register their expression of interest to participate.
Depending on the numbers, a decision will be made whether to proceed or not.
The Boat Building Academy in Lyme Regis offers a selection of practical courses in traditional skills, including
wooden boatbuilding. More information is available at https://boatbuildingacademy.com/.
13JUNE Southampton
TO
152023 United Kingdom
BOATINGBUSINESS
THE UK LEISURE MARINE BUSINESS
#Seawork
IIMS Following are brief reported
news snippets from some of the
Marine marine incidents and accidents
Incident &
that reached the IIMS news desk
during the month of APRIL 2023.
Bulk carrier damaged by rogue barges Aframax caught fire off Singapore
Bulk carrier Adrienne was hit by several breakaway barges 25 crew were rescued by nearby ships following a fire
at San Lorenzo anchorage, Parana river, Argentina. The ship onboard the crude oil tanker Pablo. However 3 crew
sustained hull breach in her portside fore area at waterline level. were reported missing.
Cargo vessel runs into an Islands, north coast of Scotland. All passengers on board
were safely evacuated. The ship suffered hull breach with
offshore wind turbine minor water ingress.
A cargo vessel collided with a wind turbine at the Gode
Wind 1 offshore wind farm in the waters of the German Brand new luxury yacht
North Sea. The German water police informed that it had sinks in Red Sea
sustained massive damage. The result was a 3 by 5 metre
hole on the vessel’s starboard side and water ingress. Luxury yacht Carlton Queen capsized and sank during
her second voyage en route from Sha’ab Abu Nuhas reef,
Ferry fire, grounding Hurghada, Egypt, to Sinai Peninsula after dives in the area.
All on board were rescued by a nearby liveaboard vessel,
and water ingress said divemagazine.com. According to divemagazine.com,
the yacht already had a list while she was at reef which
The ferry Pentalina suffered a fire in engine room and then
later. The yacht capsized and sank in fine weather while
ran aground near the pier at St Margaret’s Hope, Orkney
making a turn, so disaster was caused by stability loss.
Fabiana Porciello of Victory Yacht Design & Technology said, “The boat exceeded all design targets in terms
of maximum cruising speed and intermediate gaits. Evolution tests confirmed the boat’s manoeuvrability and
control at all speeds, thanks to the innovative dihedral rudder system and active control system.”
The Bolide 80 is powered by triple MAN 12 V 2000 engines, each delivering around 2,000 horsepower. Range at
maximum speed is predicted to be 200 nautical miles, while is expected to have a range of 345 nautical miles at
cruising speed.
Repurposing an
older vessel to
host space flights
It fascinates me when two industry
sectors combine, and it is great to know
that an older OSV can be put to good
use as a new spaceport. Recently I
read an article about a former offshore
supply vessel that is reportedly destined
to become the world’s first marine
spaceport for human spaceflight.
Classification society ABS has reported it is supporting the planned reactivation and modifications to the
25-year-old vessel, which is expected to be operational later this year as part of test flights in advance of
an anticipated 2024 commercial launch.
The latest space tourism concept is being presented by a Florida-based start-up called Space Perspective.
In their plan, the spacecraft, called Spaceship Neptune, will be launched for a six-hour journey to space
providing a spacious consul for eight passengers and a captain. Unlike the operational space tourism flights,
this one calls for the pressurized capsule to be attached to a massive hydrogen-filled balloon to provide a
gentle ascent that the company compares to being in an airplane.
What will they come up with next?
Because there is so much interest in this ship, a post highlighting the lunch menu available onboard Titanic
has gone viral! Curry chicken, baked fish, spring lamb, mutton and roast turkey were popular dishes, while the
custard it seems was a popular dessert.
That evening, second-class passengers ate plum pudding (otherwise known as Christmas pudding). In their blog
post, Taste Atlas shared photographs of the menu and dining area.
Port’s last sailing cargo
ship, the De Wadden,
set to be dismantled
De Wadden in her heyday sailing for nearly
40 years from Liverpool to Ireland. (Photo
courtesy of National Museums of Liverpool)
The ship was built in the Netherlands in 1917 and was used to carry coal and other goods including grain,
pit props, china clay and mineral ores from the city to Irish ports between 1922 and 1961.
A feasibility study by owner National Museums Liverpool found costs of repair and continual maintenance
to be unsustainable and an attempt to rehome the vessel was unsuccessful.
Director of National Museums Liverpool, Laura Pye, said decisions like this could not be “taken quickly” and
it had been important to have a “particularly rigorous period of consultation, evaluation and self-checking”.
And in contrast to
the previous story,
the De Tukker sailing
ship starts first cargo
service across Europe
Photo credit: Ecoclipper
De Tukker, the first ship operated by Dutch sustainable shipping company Ecoclipper, recently set sail on
the firm’s maiden voyage a mere 111 years after she was constructed. The classic vessel is far from a typical
cargo ship. Following a refit and sea trials, De Tukker, which saw life as a coastal trader and sail training
vessel, is now propelled again by over 300 square metres of sail. Leaving Amsterdam carrying chocolate, five
crew members and five trainees, De Tukker headed for Porto. This is the first voyage on a schedule that will
see the ship sail on a regular route across North and West Europe.
Capt Jorne Langelaan, Ecoclipper founder and CEO, says he is excited that De Tukker is now sailing again.
“After a year-long period of expert refitting by our own refit crew and the team at the Talsma shipyard, it
was with the greatest pleasure that I watched De Tukker sail off towards the horizon. This is the next step in
returning to large-scale transport by sailing vessels at sea.”
What a wonderful and bold initiative and how incredible to see the clock turned back in spectacular fashion
to a time we thought had long since gone forever. I wish Capt Jorne Langelaan much luck in this eco-
friendly project and safe passage.
More next month, Mike Schwarz
IIMS
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