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  FLASHLIGHT - February 2003           Edition No: 17

(Past editions can be viewed on http://www.asiaconference.biz)

"Marine Surveying is a tough job. It demands a high level of fitness and stamina. It requires keen observation, scrupulous honesty, an eye for detail, an open mind and ears, a closed mouth and common sense" (John Guy)


CONTENTS (for full stories, select a headline)

At the Bow

FLASHLIGHT is a free monthly emailed newsletter for Marine Surveyors. It is circulated to anybody who wishes to receive a copy, eg, Marine Surveyors, P&I Clubs, their correspondents, Underwriters, Professional Institutes, Admiralty Lawyers, etc. Please pass it on to any of your contacts who you feel might be interested in receiving it. If you do not wish to be included in the circulation list, please contact the Editor at the email address below. Letters, opinions and articles relating to our profession are welcomed for including in the newsletter.

New readers this month:

Alex Wakelin, Informa, London
Chris Haughton
Theodore L.Swanson, SA, Swanson Marine Survey, Inc. Key Largo, USA.
David Bertram, Fleet Safety Officer, Mediterranean Shipping Company,
Durban, South Africa
B. Stambouli, Marine surveyor, Africa

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Spindrift

From Sam Ignarski's Bow Wave:

So it is farewell to Vaclav Havel who leaves the Castle in Prague and re-enters private life.

It was Havel who described dissent not as an ideology but as an individual's insistence on his own humanity, on thinking and doing things, even the smallest things, honestly.

"All too often", he wrote in the Power of the Powerless, "living normally begins as an attempt to do your work well, and ends with being branded an enemy of society".

(Ed: It reminds me of the other sayings "It only takes good men to do nothing for evil to triumph" and "To thine own self be true" which I believe many independent marine surveyors follow in their daily lives.)

We hear that the next one year modular distance learning Diploma Course in Ship's Superintendency, delivered by distance learning in 9 core parts will be commencing on 22 April 2003. This is another in the series of training courses supplied by Informa in association with the National Sea Training Centre, UK, the others being the Diploma in Marine Surveying and Diploma in Ship Management.

For more information contact: matt.gilbert@informa.com or call +44 1932-893859.

Information is also available at: www.informadistancelearning.com

Some of you may recall the following from our December 2001 edition.

Before starting out on the long road to success there are a number of questions which the prospective surveyor should ask of himself and attributes which will be necessary in his work:

1. Ability to consume vast amounts of alcohol when entertaining Superintendents and receiving hospitality from Masters.
2. Ability to speak every language on earth (and some that aren't).
3. Ability to communicate with all types of people of differing ages, standards, social backgrounds and intelligence.
4. Teaching/training skills which may also be called upon in many situations.
5. Unlimited amounts of enthusiasm for your work.
6. To be generally extrovert.
7. To have a good sense of humour and be able to laugh when you really want to scream.
8. The size of a midget with the stature of a giant to get through manholes on Japanese built vessels.
9. To be well organised with good business acumen.
10. Total reliability and ability to convert Client's requirements into appropriate actions in all situations.
11. Ample amounts of wool, to be pulled over the eyes by Superintendents and Masters during condition surveys.
12. To be as young and fit as possible to climb up and down ladders whilst having the wisdom of an elderly sage.
13. A minimum of 100 years seagoing experience in every type of vessel, with every type of cargo and/or on every type of engine.
14. Ability to work 28 hours a day for eight days a week without sleep or food.
15. The ability to walk miles with heavy bags and equipment.
16. The ability to arrive somewhere yesterday at no cost.
17. Ability to understand every Classification Society and P&I Club rule.
18. The patience of Job when dealing with some Masters, Superintendents, Chief Engineers, Customs officers, Immigration officers and Shipping agents.
19. Typing speed of 2,000 words per minute or a secretary with audio typing skills of the same speed and well endowed to decorate the office.
20. Ability to prepare preliminary reports before the survey is completed and formal reports before returning to base.
21. Not to become paranoid when there has been no appointment for a week.
22. Sufficient capital required to cover clients delays in payments for up to six months.
23. Sufficient staff required to organise travel arrangements for up to five surveyors and then to have them all cancelled at the last moment with no compensation.
24. Instinctively know how to explain to a claimant that their claim is going be declined without ever mentioning the words "decline" or "won't pay".
25. Knowing when not to give "insufficiency of packaging" as the cause of a loss.
26. How to turn a total loss into a nil claim without upsetting the claimant.
27. Manage to persuade a P&I Club to grant an extension when the time bar expired a week ago.
28. Avoid being sued for letting a time bar pass.
29. Smell condensation losses before you arrive at the survey and quote the volume of water a Cheap pallet can hold when 40% wet and the names of the fungi which will be present on the timber.

We note from Seaways the following advertisement:

Marine Consultancy located in the Far East seeks a Master Mariner to head up their Marine Division in Asia.

  • A suitable candidate will be between 40 and 50 years old, having a Marine Discipline qualification and preferably with command experience in tankers.
  • It is desirable to have five years proven survey experience in all aspects of marine surveying especially P&I survey and correspondents work.
  • Nationality is not important but a thorough knowledge of both written and spoken English is essential.
  • Due to the nature of the job considerable travel is required so preference will be given to persons with limited family ties and a dedication to the job.

It would thus appear that No 30 on our list above should be 30. Must be a 40-50 year old bachelor, divorcee or widower!

How many of us currently in the profession fit this profile?

Mike Wall

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Contributions

Where are the Surveyors of the future to come from?
by Anne Rutherford, Master Mariner, FNI, MAIMS

In order to address the issue of the future, it is necessary to clarify the present structure of training in Marine Surveying. This in turn requires the establishment of some fundamental premises:
Q. Is a Marine Surveyor a recognised profession?
A. Yes, at least within the Marine Industry it is a recognised job function.

Q. What is the traditional career path to become a Marine Surveyor?
A. Achieve Chief Engineer or Master rank in a seagoing capacity, and then transfer to surveying role.

The answers given above are very definitely generalisations but they are a starting point. Yet there is an another, even more fundamental question that will be more of a challenge to answer and that is

What is a Marine Surveyor?

In order to discuss development or recruiting of Marine Surveyors then it is important to recognise that Marine Surveying is a multi-disciplinary profession. In this respect we might use an analogy with the medical profession, where specialities have developed within the wider framework, so that together with the traditional doctor or General Practitioners, there are now paediatricians, oncologists, neuro-surgeons, psychiatrists etc.

In a similar way there has developed in the Marine Survey industry a variety of specialisations, there being quite a deal of overlap between the main types of survey disciplines, particularly between Statutory and Classification surveys. It is also acknowledged that there are some surveyors who feel competent to move between all survey classes - our general practitioner perhaps?

On can reasonably make the statement, that until fairly recently the majority of Marine Surveyors were drawn from the senior ranks of the merchant navies of the world. Given that these are Masters and Chief Engineers, it might be anticipated that our "GP" evolved from a marine engineering background.

The other major professional group to undertake some of the functions of the Classification and Statutory disciplines is the Naval Architect. (Although one does tend to find that Naval Architects prefer to continue to refer to themselves as Naval Architects.)

Traditional industry entrants (Masters / Chief Engineers / Naval Architects) may be overlaid onto the different job functions of marine surveyors.

This system if not designed, has developed a potential career path for seafaring officers and naval architects to marine surveyors. It is perhaps unlikely that many, if any, surveyors actually started out on their initial chosen careers with the objective of ending up as a Marine Surveyor.

If we view this premise with respect to a time frame, then we might estimate that surveyors enter the profession in their mid-late thirties. Using, for example, the AIMS (Australasian Institute of Marine Surveyors) membership criteria as a yardstick, it might be considered that two to five years in the profession under supervision would be required before an individual is fully accepted as a Marine Surveyor. Thus it is common for a person to be in their late thirties or early forties before being recognised as a surveyor.

This pathway to becoming a Marine Surveyor has served us well for some considerable time and doubtless others will continue to follow this route.

There is a problem developing. What is more, it had its beginnings in the early 1970's when shipping companies (especially those in the western nations) reduced their intake of merchant navy cadets. This has had a significant impact on the current levels of seafaring officers. It is now a well researched and documented fact that there is a world wide shortage of some 16,000 seagoing officers and this is projected to rise to 46,000 by 2010.

The supply of seafarers from which the marine surveyors are sourced is diminishing. Given that the same supply provides professionals for other shore based positions within the shipping sector - then the numbers of personnel available to enter the surveying industry becomes even more depleted.

In recent years it is possible to see the effects of the diminishing supply and increasing demand for surveyors within the industry. One effect has been the advent of other professional groups undertaking some surveying functions.

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For example:

BSc Eng graduates undertaking -> Classification & Statutory functions

BSc (Nautical) undertaking -> Statutory surveys

Solicitors undertaking -> Insurance, Accident Investigation
SCOPIC-salvage roles

Shipwrights undertaking -> Small craft surveys

Industrial chemists undertaking -> Quality/quantity surveys

Generally personnel from these groups (with the possible exception of the Solicitors) are able to begin surveying at a younger age - probably on completion of their tertiary education. Of these "new entrants" to the marine surveying profession, very few if any will have any seafaring experience. It has yet to be determined if industry will accept this lack of seagoing experience in, for example, roles as an expert witness or as a cargo damage claims assessor, there being a perception of a decrease in quality when surveyors have no marine background. This attitude may alter in time, after all one does not require the qualifications and experience of a chief engineer to be trained to perform a bunker survey.

There may be several advantages in assimilating such new entrants into marine surveying:

  • They are younger.
  • The associated salaries and costs are significantly less than senior marine personnel
  • The pool of suitable personnel available for recruitment is increased, when traditional sources are decreasing.
  • New skills and attitudes are brought to the industry.

Conversely, there may be corresponding disadvantages:

  • Lack of experience, and thus credibility as a surveyor. Experience can only be gained with time and exposure to the industry. Many survey companies are unable to provide the necessary exposure to the wide range of experiences, which would commonly be encountered during life at sea.
  • There are significant training costs, even if this is conducted in house and on the job, the graduate is not immediately prepared to begin surveying.
  • Many graduates see a position as inspector/surveyor as "work experience", a stepping stone along their primary career path, so are not anticipating a career as a marine surveyor, this may lead to:
  • High turnover in personnel which can be seen as a waste of training resources by employers.
  • Re-enforcement of the perception by employers that the ex-mariner with the ready made training is the preferred and most cost effective
    recruitment pattern.
  • When surveying, ex-mariners automatically share a camaraderie with the officers onboard, which makes communication easier and more effective, than for a non-mariner. Take as an example a solicitor conducting interviews of a Master following an incident. A typical courtroom cross-examination style which is commonly adopted by the legal fraternity, is likely to produce a defensive and uncooperative attitude in the Master, this is unlikely to be the case when another Master (Surveyor) is asking the questions.

Having highlighted the development and changes that are already occurring in the industry we must find a way of increasing the personnel entering the industry whilst minimising the potential degrading effects of training non-mariners.

During the mid 1980's the credibility of Marine Surveyors was particularly low, another low point occurred fairly recently when fairly wide-scale fraudulent activities were discovered in the bunkering sector. A great deal of work has been done recently to promote the professionalism of surveyors through the development and growth of Surveying Associations, such as AIMS, IIMS and SCMS. Initially, through the setting of membership criteria, codes of ethics and latterly the establishment of requirements for continuing professional development(CPD) and other such initiatives.

Attention is now turning to training. In general the Surveying Associations start with the premise that entrants to the industry are from ex seafaring or closely associated backgrounds. There is little opportunity for a secondary school-leaver or mature adult to enter the profession.

The IMO have developed a series of model courses for training surveyors in a variety of aspects of surveying: Machinery & Hull, Life Saving appliances, Electrical Installations, Fire Fighting Appliances etc. These are specifically designed for senior sea going ranks.

Some organisations, particularly the members of IACS (International Association of Classification Societies) and some Government Administrations have developed in-house training programmes for university graduates enabling them to undertake surveying functions in the Statutory and Classification sectors. There has been no noticeable move for similar training in the Commercial Sectors. This may be due in part to a fear of training competent individuals who might then be poached by a competitor.

Some organisations and Administrations are working with training providers to develop education programmes for entry into the surveying industry. These courses tend to be self-study through distance learning and are aimed primarily at tertiary level entrants. Examples include:

  • AIMS & the Australian Maritime College, - Certificate IV Marine Surveying
  • IIMS & the National Sea Training Centre (UK), Diploma in Marine Surveying
  • Australian Maritime Safety Authority & AMC, Graduate Cert in Marine Surveying
  • Marine Department Malaysia & Briar Maritime -Intermediate Certificate in Marine Surveying (Part A Statutory)
  • AMC - Bachelor of Maritime Operations (still in the maybe basket!)

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Only a few of the training courses are marketed as being for non mariners. However in reality it is extremely difficult to study Marine Surveying topics without ever having been on a ship. There is a distinct need for practical training and experience, both for mariners changing to marine surveying and for non mariners wishing to enter the industry.

The reality is that at the current time all the Associations of Marine Surveyors recognise that some sort of exposure to ships and shipping is essential for an individual to be accepted as a credible Marine Surveyor. Theoretical or correspondence training is not deemed sufficient, it is only a starting point, and for some associations such as AIMS, may lead to a Probationary Membership.

The training providers have started the process by providing elements of the training that can be covered in classroom or through self study. The industry itself must now take up its' own role and provide the framework for the 'on-the job' training and experience.

Briar Maritime, is a small principally commercial marine surveying company, operating in a fairly remote region and experiencing the usual difficulties in finding suitable staff. Economics dictate that an employee must be able to generate revenue as soon as is practicable and even mariners with no previous marine surveying experience proved too expensive to employ.

The company began seeking sources of financial support available from government to assist in the training costs. In Australia we found that there was a reasonable amount of support when training a person in a fully accredited trade, ie, in a recognised apprenticeship. This looked promising, except that there was no recognised training pathway for a Marine Surveyor. Ironically the AIMS Certificate IV, although presently undergoing national accreditation, is not recognised by the Industry Training Board and therefore does not attract funding assistance.

The next step was to look at the types of fully funded training courses that were available and were already recognised by the Transport Industry Training Board. (This is the board which oversees the national recognition of Australian maritime qualifications). Perhaps by adapting modules or core units from established training schemes it was possible to put together an effective training package; that leads to an employee with practical on the job experience, combined with the theoretical knowledge required by the industry.

We have designed a proposal which simply provides an alternative foundation as an extension of the current system. The proposed scheme would result in a fully trained and experienced marine surveyor in 9 years. (A copy of this paper, including the diagram showing the system is available from briar@vision.net.au or a pdf file may be sent if requested from KiwiMarineHK@compuserve.com.)

The career path now allows the intake of secondary school leavers, or other mature adults wishing to change careers to enter the industry. The study periods are based on current marine qualifications, which have core modules and optional units.

The Certificates I through III in Marine Operations are the accredited national standards (Australian in this instance) based on the STCW convention. However, there is no requirement for the sea time which is necessary for gaining the marine license that is part of our normal seafarers career path.

An employer would be able to guide an 'apprentice' or 'trainee' in the choice of optional units, which best suited their own operation. The training begins to diverge from the usual course at the Cert IV, at this level the (Marine Operations) training develops a significant focus on seagoing operations, such as navigation, watchkeeping, meteorology, communications, etc. For the Briar model it was deemed more appropriate at this point to focus on Marine Surveying, given that the foundations at this level have already been set by AIMS.

In Australia, the training up to and including Cert III is 'fully' funded. In that an employer is reimbursed for the actual training costs and the government also pays the basic wage to the employee during the in college training periods. Living away from home costs are also covered if the apprentice/trainee has to travel to attend the college.

There are also other financial incentives dependant on the age of the trainee and if they have been classed as long term unemployed. Providing that the employer can guarantee a minimum 20 hour week, then the financial support for the training may be organised for a part-time employee.

As seen from the proposed model, one would also expect a reasonable employer to provide a realistic level of on the job training and include other (non-funded) but industry recognised courses. Indeed it would be necessary for an individual to maintain training record, suitably endorsed by the employer, to build up a history of competencies and to ensure portability within the industry.

In terms of time, there is no attempt to reduce the time gaining experience, but rather utilising that time to focus on marine surveying rather that as a watch-keeping officer.

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Briar Maritime perceives the advantages of this model to be:

  • An extensive pool of personnel from which to recruit
  • Significantly lower salary costs in the first 6-8 years of employment
  • Flexibility to draw on mature adults who may already have trades or skills which will augment company skills base.
  • Potential for some government financial support.
  • Flexibility for companies to adapt the training to compliment core activities of the business. In our model we have obviously leaned towards commercial surveying, other companies may lean towards, insurance, legal or engineering and design.
  • Entrants will actually perceive Marine Surveying as a long term career goal, potentially reducing personnel turnover.
  • May encourage more women into the industry.
  • The model is suitable for implementation for any size of company.

The disadvantages:

  • Cost. Training costs - it is a simple fact of life, but this is no different from any other well run company or profession.
  • Industry perception. Currently the industry would be reluctant to accept the credibility of school leaver who has trained as a Marine Surveyor. In 2012, industry attitudes should have changed sufficiently to accept this first generation of fully fledged Marine Surveyors.

The next steps:

  • To set this process in motion
  • To encourage other Marine Survey Companies to adopt or adapt this model.
  • To encourage companies to begin the investment in training for too long we have piggy-backed on the shipping industry, poaching their trained personnel, with no financial/or otherwise support from the Marine Survey industry as an end user of that training.
  • To approach the professional associations for endorsement of the concept.
  • To canvass the Industry Training Advisory Board to use this model to produce a fully funded pathway to include the Cert IV level and to recognise (including appropriate overseas accreditation) the distance learning modules.

Conclusion

There is a well documented concern regarding the decline of availability of ex Mariners to fulfil the future role of marine surveyors. Whilst the professional Associations and some individual organisations have started to review training requirements and develop some training programmes, these are fundamentally targeted at graduate level entry.

This paper has sought to put forward a model for a proposed career pathway for Marine Surveyors, beginning with an apprenticeship or traineeship. A model which is affordable and flexible enough to encourage any size of Marine Survey company to participate and invest in training and personnel development within any sector of the industry.

(A copy of this paper in pdf format, including diagrams is available from briar@vision.net.au or from KiwiMarineHK@compuserve.com.)

This paper was presented, and well received, at the 2002 SCMS Asian Marine Surveying and Loss Prevention Forum, held at the Nan Hai Hotel, Shekou, PRC, 28/29 October 2002.

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Scuttlebut

For those who read our two articles on mishaps which can befall marine surveyors in last month's edition, one of our readers (who is also still owed money from the offending survey firm) submitted the following, referring to the second article. For those who know the parties involved, this will seem quite appropriate and very witty:

We knew who they were,
We knew where they were,
We now know what they were,
A two-bob company.

We stress that the two contributions submitted last month were printed to enlighten our readers as to the pitfalls of being a marine surveyor and running a marine surveying firm.

We welcome any correspondence on articles printed in FLASHLIGHT, which would be printed verbatim if the correspondent's full name and address is supplied.

As to the first of the two contributions last month, we received the following:

Soya Beans.

In the late 1980s it was reported in the UK press that a surveyor and crew member had died in the hold of a ship in Spain laden with soyabean, through inhaling a 'mysterious gas'. It was later discovered to be no more mysterious than CO2. Seems that under certain conditions soya bean has the ability to absorb oxygen from the atmosphere, so surveyors should be warned.

(Courtesy of Roger Womersley, Koh Sichang, Thailand.)

******

"Current High Price of Petrol"

We are going to hit close to $1.35 a litre for petrol by the winter.

Want petrol prices to come down? We need to take some intelligent,
united action.

Philip Hollsworth (whoever he is), offered this good idea. This makes MUCH MORE SENSE than the "don't buy petrol on a certain day" campaign that was going around last April or May! The oil companies just laughed at that because they knew we wouldn't continue to "hurt ourselves by refusing to buy petrol". It was more of an inconvenience to us than it was a problem for them. BUT, whoever thought of this idea, has come up with a plan that can really work. Please read it and join in!

Now that the oil companies and the OPEC nations have conditioned us to think that the cost of a litre is CHEAP at .98 - $1.10 cents, we need to take aggressive action to teach them that BUYERS control the marketplace not sellers.

With the price of petrol going up more each day, we consumers need to take action. The only way we are going to see the price of petrol come down is if we hit someone in the pocket by not purchasing their Petrol! And we can do that WITHOUT hurting ourselves.

Here's the idea - For the rest of this year, DON'T purchase ANY petrol from the two biggest oil companies (which now are - BP & Shell)

If BP & Shell are not selling any petrol, they will be inclined to reduce their prices. If they reduce their prices, the other companies will have to follow suit. But to have an impact we need to reach literally millions of BP & Shell petrol buyers. It's really simple to do!!

Now, don't wimp out on me at this point keep reading and I'll explain how simple it is to reach millions of people!! I am sending this note to a lot of people.

If each of you send it to at least ten more (30 x 10 = 300) and those 300 send it to at least ten more (300 x 10 = 3,000) and so on, by the time the message reaches the sixth generation of people, we will have reached over THREE MILLION consumers! Again, all You have to do is send this to 10 people. That's all.(and not buy at BP or Shell)

How long would all that take? If each of us sends this email out to ten more people within one day of receipt, in all 300 MILLION people could conceivably be contacted within the next 8 days!!!

I'll bet you didn't think you and I had that much potential, did you! Acting together we can make a difference. If this makes sense to you, please pass this message on.

PLEASE HOLD OUT UNTIL THEY LOWER THEIR PRICES TO THE 80 cents a LITRE RANGE

Action - It's easy to make this happen. Just forward this email, and buy your petrol at Caltex, Mobil or Gulf outlets and drive by BP & Shell petrol stations.

(Ed: My fear is that it could put a few marine surveyors out of work!)

Spanish Blackmail

Good to hear that the London P&I club last week agreed to provide the monstrous 3 million Euros bail required to obtain the release of Captain Apostolos Mangouras, master of the 'Prestige', from more than two months incarceration in a high-security Spanish jail.

ITF general secretary David Cockroft said, "We sympathise with the London Club on the difficult decision it has had to make in the face of what is effectively blackmail by the Spanish courts. The Spanish government will not be allowed to believe that a precedent has been set. Faced with an almost impossible choice, the P&I club, not Owners Universe Maritime, has acted to remedy the worsening humanitarian situation created by the lengthening detention and declining health of the captain."

The Master had been detained as Spanish authorities reportedly had evidence that the Master had refused or delayed accepting a tow line from a salvage vessel. Since the vessel was ultimately towed out to sea where she broke up because Spanish authorities would not offer the vessel safe haven, this seems to be a travesty of justice.

A total of 18 foreign ships were under detention in the UK during November last year representing 6.6% of all vessels inspected by MCA inspectors. The list included a St Vincent flagged general cargo vessel whose owners had failed to carry out repairs promised when the ship had failed a previous PSC inspection.

Caution urged on GRP and plastic piping

Seafarers (and marine surveyors) are urged to carry out checks on the state of plastic and glass reinforced plastic (GRP) piping fitted in ships' ballast and IG systems.

The warning comes from the UK P&I Club after evidence showing that it is wrong to assume that such piping needs little or no maintenance and major problems can occur if neglected. The Club reports that pipes in DB and side tanks, normally continuous lengths secured by metal hoops to the frames, are particularly vulnerable. The strength of the hoops may be degraded by corrosion and subsequent shifting of the pipes due to water pressure or hydraulic shock, which in turn can cause cracking or problems at flanges passing through bulkheads. The Club urges particular attention when inspecting ballast spaces and also advises regular checks on plate thickness where plastic pipes are used at tank suction bells or in the wells of tanks.

Ballast penalties

In a new bid to tighten controls against invasive aquatic species, the USCG is proposing to introduce penalties of up to $25,000 for ships failing to submit ballast water management reports. It has also tabled plans to widen reporting and record keeping requirements to all ships bound for ports within the USA. The shipping industry and other interested parties have been given until 7 April to make comments on the plans.

Those of us who are required to inspect ballast tanks on behalf of various parties are finding it increasingly difficult to do so as a Master can now invoke the protection of port regulations with respect to ballast pumping.

We checked out the USCG web page at http://www.uscg.mil/uscg.shtm but could find no reference to this current initiative and can only suggest that you write to USCG, Arlington, Virginia, USA.

Welding blamed

A police investigation into the fire aboard the P&O Princess Cruises vessel Diamond Princess which caused an estimated US$250 million has blamed poor welding work. The ship was nearing completion at the Mitsubishi Heavy industries yard in Nagasaki, Japan, when the blaze began in October 2002.

Maintenance procedure led to injury

An Australian Transport Safety Bureau investigation has identified "a lack of suitable ship-specific procedure" for isolating cargo equipment before maintenance as one of the factors contributing to the serious injury of a seafarer on the self-unloading bulker CSL Pacific in Australian coastal waters a year ago. The deck fitter was seriously injured on February 18, 2002 while working inside the ships bucket elevator, after the drive motor was turned on by the mate. The ASTB investigation also indicated that the 'lock-out procedure' previously used on the vessel when it was crewed by Australians and managed by Intercontinental Ship Management was not continued when the ships management changed to V.Ships UK (formerly Acomarit) in July 2000 and a Ukrainian crew employed. "The ship's management company policies regarding 'energy isolation permits' and isolation/lock-out during maintenance activities on cargo equipment were not rigorously applied on

the vessel at the time of the incident," the investigation concludes. The mate and deck engineer may also have been suffering from chronic fatigue, the ATSB indicates.

Courtesy of Fairplay Daily News, 17 Feb 03. If you wish to receive their daily bulletins email: news@fairplay.co.uk

(Ed: Another cursory lesson for marine surveyors. One of the first lessons a marine surveyor learns is not to operate any machinery or equipment yourself. Always get a crew member to do so, then you cannot be held responsible if accidents such as the above happen.)

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Insurance News

We hear of another E&O underwriter who is providing PI insurance at reasonable rates. A sample premium is US$2,050 per annum for US$1 million cover and a US$2,500 deductible. The policy is reportedly written in London and uses the standard ASR Misc E&O 1 (11/96) form and terms.

For more information contact: George Morris, Groveview Insurance Services 22910 Twain Harte Drive #101-B, PO Box 1267, Twain Harte, CA 95383, USA. Tel +1-209-586-2008, F: +1-209-586-1166. Website & Email: www.eandoinsurance.com The website has a short application form for a preliminary quote.

Ship Insurance soars

Shipowners are facing record increases in the cost of insuring their vessels following a spate of maritime accidents. Underwriters are warning that a series of costly claims, which look set to total more than US$900 million for 2002, will mean that premiums are to be anything between 15 and 50% higher than last year.

The London based Joint Hull Committee has warned that even these rate increases might not be enough to provide profitable returns for the insurance market.

Some have commented that the insurance market is feeling the effects of years of neglect of crucial safety issues in the shipping industry in that short term cost savings have lead to long term costs, particularly when the all important human factor has been wilfully ignored. It is to be hoped that insurers will realise that the policies pursued by much of the international shipping industry are not sustainable and they will do more to promote professionalism and quality operations.

Bolts that protect containers

For years, shippers and carriers have secured their containers using bolts, whilst some who wish to save money use seals made of thin metal or plastic. A container holding perhaps hundreds of thousands of dollars worth of goods may be protected only by a piece of plastic!

In the era of greater security following 9/11, container seals are also coming under greater scrutiny with the Customs Departments of various countries taking the lead, developing standards for the bolts. The Regulations are currently being developed and would appear to be based on ASTM International Standard F1157-90, which classifies the physical properties of security seals. This could mean that all containers entering the USA will have to conform to this standard in future.

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Wig & Gown

Court denies US Coastguard's salvage claim, holds it was under a legal duty to act.

After overstaying its welcome at the Press Street Wharf, New Orleans, the Coastguard ordered Owners of the cash-strapped USS CABOT to move the vessel. When they failed to do so, the USCG hired two tugs to move the vessel and then filed a US$500,000 salvage claim to attempt to recover the towing charges. The court found that the USCG had ordered the carrier's removal under the Federal Water Pollution Control Act, 33 USC Section 1321 and thus had a pre-existing legal duty to move the ship. Since the USCG acted pursuant to a pre-existing legal duty, and not voluntarily, it was ineligible for a salvage award, as a successful claim requires (1) a marine peril, (2) voluntary service rendered when not required by an existing duty or from a special contract, and (3) success in whole or in part, or contribution to the success of the operation.

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Epistles

Dear FLASHLIGHT

Your story about boarding ships when there are non-existent safety measures makes me thank of the pilots in the States. Their solution is simple - they just refuse to come on board until the arrangements are made safe and hang the delay. Obviously I can't imagine what commercial pressure you're under to complete the job but a policy of 'No safety - no boarding' would soon change people's ways (as it has of course in the States).

Finally, and this is serious, if you do have an accident boarding where it is obviously dangerous to do so, you might fall foul of 'contributory negligence' in the event of any court case.

Regards and best wishes

Chris Haughton, Stan Smith, ITS Marine, Seattle, WA, USA.
Roger Dandy, Roger Dandy & Associates, Inc

In the recent edition of FLASHLIGHT you wrote, ... "By getting the ship to fit stanchions to the gangway platform and putting the anchor hard over we managed to get a little lee on the appropriate side and board." ... How does one put an anchor hard over? I've never heard the expression before.

Ed: It actually was meant to be the rudder which was put hard over to port. Nice to know somebody is reading our publication and picking up the deliberate mistakes, well, that's my excuse and I'm sticking to it
......

Help to save the language of the Merchant Navy

We are in danger of losing an important part of our maritime history unless we take the trouble to record some of the expressions and jargon which belong particularly to the era of the general cargo ship and life in the Merchant Navy when Britain's merchant fleet was one of the world's largest.

There are several excellent books on nautical terms and also of the jargon of the Royal Navy, but to my knowledge there is nothing which specifically records the colourful language of our merchant seamen. Such terms and expressions as 'The Channels', 'The crowd', 'Pound & Pint', and 'Galley Wireless' are a few examples. They relate to food, ship routine, the ships, their crew and to foreign places.

There are many other aspects of life on board to which they referred, but they are being lost in this new era of containerships and foreign crews. They will be gone forever if we do not cherish and preserve them
now.

I would welcome emails and letters from those who recall some of this colourful language and expressions. I am writing a book on the subject or, if I cannot collect sufficient material, then at least some other means of saving them for future generations, such as depositing them with the National Maritime Museum.

I appeal to your readers to send me their recollections of these expressions, but ask to be excused if I do not reply to all of the letters (I can only cope with email replies).

Captain Barry Thompson, 2/126 Selwyn Avenue, Mission Bay, Auckland, New Zealand.
Email: shipmaster@xtra.co.nz

We hear from Janet Peck that the next class at the State University of New York Maritime College at Fort Schuyler will be a two day program on expert testimony court work. The course outline in include a day long lecture on expert testimony, fact witness testimony and related items followed by a second day of practical work. We will include discussions from two attorneys whose practice in related to cargo or hull matters (one from P&I and the other from insurance) to conduct a mock deposition in the morning, followed by an afternoon of simulated courtroom testimony.

The dates of this lecture will be 21 and 22 March 2003 at the Campus in New York City.

Janet can be contacted at janetpeck@charter.net

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People

John Anderson (Andie) Duncan
A brief resume of a Brilliant Marine Engineer and Surveyor.

We are sad to report that Andie Duncan passed away on 23 December 2002. He started his engineering career with a five-year apprenticeship initially for two years with David Rowan & Company of Port Glasgow, followed by three years with Barclay Curle of Scotstun Glasgow. On completion of his Engineering Apprenticeship he went to sea as a Junior Engineering Officer with P.Henderson & Co of Glasgow.

After the second world ward Andie attended Sothern's College to study for his Combined Second Class, later followed by his First Class Steam and Motor certificates in 1945 & 1949 respectively.

Sea service continued with Allan Black of Sunderland from 1944 to 1945, and in 1946 he joined C.T.Bowering & Co as 2nd Engineer Officer being promoted to Chief Engineer Officer in 1950.

C T Bowering knew the value of a Chief Engineer of Andie's capabilities, and he was promoted to Assistant Superintendent in 1951 then Senior Superintendent in 1956.

He was a most capable and diligent Engineer, and anyone who had dealings with Andie always referred to him as a 'Gentleman Superintendent'.

He had the Ultimate responsibility for operation and management of the Company's Dry Cargo vessels and tankers. He was further responsible for new building, selection of machinery to be installed within the new vessels and was most highly respected for his engineering knowledge.

One of his special tasks allocated to him was to provide a C.T.Bowring vessel for a member of the royal family to travel out to the West Indies, which he carried out in a most admirable manner. He retired from C.T. Bowring in 1970.

In March of 1946 he became of the Institute of Engineers and Shipbuilders in Scotland and an Associate Member of The Institute of Marine Engineers, becoming a Full Member of IMarE in December 1949.

In 1971 he was elected as a Member of The Society of Consulting Marine Engineers & Ship Surveyors (SCMS). He became a Fellow of The Institute of Marine Engineers and a Chartered Engineer in 1973.

In 1975 He was made a Fellow of SCMS and in 1982-83 he was the President of the Society.

During the period 1970 up to the Present Andie gave to the Society most valuable advice as a Councillor, attending all council meetings, to give of his knowledge.

In 1990, in appreciation of his valuable work between 1970 and 1990, he was elected as a Honorary Fellow of the SCMS.

In 1992 he was the Editor of what is claimed to be the finest Guide to Marine Technical Consultancy, which was updated in 1999.

Andie continued to provide excellent advice to SCMS, and in 1993 was instrumental in SCMS being awarded the privilege to issue certificates to Small Craft on behalf of MCA.

He was a most respected and honourable member of the Marine Consultancy fraternity and a tragic loss to his friends and associates. He will be truly missed.

When you are next travelling overseas on a job, why not contact Seafacs and let your clients know where you are to increase your chances of obtaining more work and cutting the clients expenses.

SIR ? Seafacs Information & Research PO Box 317, Welwyn Garden City, Herts AL8 6DP telephone: 01707 334192 fax: 01707 324615 email: seafacs@sir.co.uk web: www.sir.co.uk

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Books

Two useful books just on the market:

The Law of Tug and Tow - 2nd Edition, by Simon Rainey. ONLY GBP210.
The Law of Shipbuilding Contracts - 3rd Edition, by Simon Curtis. ONLY GBP220.
from the Lloyds Shipping Law Library
Contact: sarah.john@informa.com

Web Sites

If your (marine surveying) company has a web site, let us know and we will try to mention it. Below are some web pages we believe might be useful to marine surveyors.

Web Site of the Month:

http://www.rubberductions.com/rubbershipping/shipping.html
Many of you will have heard of the number of ships which have collided with the sunken car carrier TRICOLOR in the English Channel. This web page is a spoof on seamen's skills!
Email: iamimarine@mgn.com Email address for the International Association of Marine Investigators Inc, 9 Sherwood Drive, Westford, MA 01886.

www.friendsreunited.co.uk
Here you can register some personal information, together with your school/college and the year you left to go on to greater things. You can also enter your nickname in school, which class you were in, your mates' names and what you've done since leaving. You may be one day surprised to receive a message out of the blue from an old school chum.

www.marine-society.org
The Marine Society is a worthy marine charity offering many services to mariners.

www.imo.org
International Maritime Organisation web page. Keep up to date with new conventions.

www.lrfairplay.com
Scroll down the home page until you see the heading 'Free Access' appear on the left hand side. Clicking on the words 'shipping sites' takes you to a search function. You can then search either by company name or by category (there is a 'consultants and surveyors' category, for example) or by country. Or by a combination - so you could search for consultants/surveyors in Australia beginning with the letter 'D', for example.

That pulls up a list; if you then click on the word 'free' in the right hand column you are linked through to the relevant website.

If your readers know of any companies with sites that we do not list (or that we have an out-of-date address for) we would like to have details to update the database.

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Conference Reports

NAMS 34th Annual National Marine Conference West, held at the Radisson Hotel, Fisherman's Wharf, San Francisco, CA, USA.

70+ delegates attended the conference which was preceded by the West Coast Board Meeting. The President's reception was held at the San Francisco maritime Museum, overlooking San Francisco Bay.

Papers included:

'US Supreme Court Ruling on FED-OSHA Jurisdiction of Uninspected Vessels' by Mr Andre Mouledoux, Law Firm Mouledoux, Brand, Lagrand & Brackett.

'New Regulations Dealing with Terrorist Threats' by Captain Mike Seward, USCG.

'International Safety Management Code Regulations and Their Effect on Shipping' by Mr Jerry Aspland, Former president of Arco marine and President Emeritus of the California Maritime Academy.

'The original construction and repair rules for the 'C A THAYER', a wooden lumber schooner' by Mr Steve Canright, San Francisco Maritime Park.

'Federal Regulations and their impact on the Steel Import Industry' by Mr Joseph I epstein, President of Steel Sales LLC.

'Fire cause analysis Rules' by Mr Don Perkins and Russ Auker, Fire Cause Analysis Inc.

'Current Regulations on Dredging' by Mr Len Cardoza, Port of Oakland Dredging Program.

'Rules of Fire degradation in Composit Structures' by Professor Rober Asaro, Division of Structural Engineering, University of California.

'ABYC Electrical Standards and Surveyor Work Product' by Mr Bill Drake, Marinco Products.

'New Regulations for Port Security and Cargo Handling' by Mr Steve Baxter, US Customs.

'Boat "Builders Risk" Insurance' Mr Rich Morgan, FIS Marine.

'Federal OSHA Requirements on Uninspected Vessels' by Mr Frederick J Carr, partner with Cox, Wooton, Griffen, Hansen and Poulos.

'Rules of the Road' by LCDR Kristin Williams.

'Racing Rules of Sailing' by Mr Tom Roberts.

'Microbiologically Influenced Corrosion in barges and Brown Water Environments' by Dan Pope, BIO Industrial Technologies..

'New Development in Cargo Surveys' by Tom Pfister, AON Risk Services.

Information on papers may be obtained from: office@nams-cms.org

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Future Events

Some maritime conference web sites for you to keep up to date:

http://www.cconnection.org/
http://www.reedexpo.com/
http://www.grc.uri.edu/
http://www.wholelife.com/
http://www.ship-technology.com/exhibitions/
http://www.apmaritime.com/
http://www.lloydslistevents.com/
http://www.marineexpo.com/
http://www.seaworkexhibition.com
http://www.toc-events.com/

Tuesday March 11, 2003 - Wednesday March 12, 2003. Fire on Ships / Fire Science & Fire Investigation. Prevention, Detection & Control on Ships & Offshore Structures
London, UK.

Wednesday April 02, 2003 - Thursday April 03, 2003. Prevention and Management of Marine Corrosion / Analysing Corrosion Failures
London, UK

Tuesday May 13, 2003 - Thursday May 15, 2003. Cruise and Ferry 2003
(Conference and Exhibition) Olympia, London, UK.

For further information on the above go to: www.lloydslistevents.com

3 - 7 March 2003. Seatrade Cruise Shipping Convention, Miami Beach Convention Center, Miami, USA.
Organisers: CMP Asia
Tel: +1 609 452 2800, Fax: +1 609 452 9374
E-mail: info@cruiseshipping.net
URL: www.cruiseshipping.net

10 - 11 March 2003. Coaltrans Australia Conference & Exhibition,
Sheraton on the Park, Sydney, New South Wales, Australia. Organisers: Coaltrans Conferences
Tel: +44 20 7779 8945, Fax: +44 20 7779 8946
E-mail: coaltrans@euromoneyplc.com
URL: www.coaltransconferences.com/show.asp?id=ECK73

11 - 12 March 2003. Fire on Ships / Fire Science & Fire Investigation,
Inmarsat Conference Centre, London, United Kingdom.
Organisers: Lloyd's List Events
Tel: +44 1932 893 860, Fax: +44 1932 893 895
E-mail: cust.serv@informa.com
URL: www.lloydslistevents.com/lm1454

17 - 19 March 2003. CMA Shipping 2003 Conference and Trade Show,
Stamford, Connecticut, USA. Organisers: Connecticut Maritime
Association, Inc. (CMA)
Tel: +1 203 406 0109, Fax: +1 203 406 0110
E-mail: lparsons@cmaconnect.com
URL: www.cmaconnect.com

24 - 28 March 2003. 7th International Conference for Communications & IT in Shipping, Inmarsat Conference Centre, London, United Kingdom.
Organisers: Lloyd's List Events
Tel: +44 1932 893 852, Fax: +44 1932 893 893
E-mail: cust.serv@informa.com
URL: www.citisweek.com

24 - 26 March 2003. First International Conference on Maritime Heritage 2003, Corinthia San Gorg Hotel, Malta.
Organisers: Wessex Institute of Technology & University of Malta
Tel: +44 238 029 3223, Fax: +44 238 029 2853
E-mail: rgreen@wessex.ac.uk
URL: www.wessex.ac.uk/conferences/2003/heritage03/index.html

25 - 27 March 2003. Gulf Maritime, Sharjah, United Arab Emirates.
Organisers: Baird Publications
Tel: +61 3 9645 0411, Fax: +61 3 9645 0475
E-mail: marinfo@baird.com.au
URL: www.baird.com.au

25 - 26 March 2003. Ship Survivability & EW, Hyatt Regency La Jolla,
San Diego, California, USA.
Organisers: IDGA
Tel: +1 800 882 8684 or 973 256 0211, Fax: +1 973 256 0205
E-mail: info@idga.org
URL: www.idga.org

8 - 9 April 2003, Hamburg, The use of electronic charts in shipping. Digital Ship
http://www.rubberductions.com/rubbershipping/shipping.html

12/13/14 April 2003, NAMS 41st Annual National Conference East. "Back to Basics", Termont Hotel, 100 East Chestnut, Chicago, Illinois 60611, USA.
Contact: Conference Chairman Mr Greg Davis email: www.daviscoltd.com

TBA Passenger Ship Safety, London, United Kingdom.
Organisers: Royal Institute of Naval Architects (RINA)
Tel: +44 20 7235 4622, Fax: +44 20 7259 5912
E-mail: hq@rina.org.uk
URL: www.rina.org.uk

28-30 September 2003, NAMS 35th Annual National Conference West. The Westin Bayshore Inn, Vancouver, Canada.
Contact Conference Chairman Mr Roger Robinson email rrobinson@mclarenstoplis.ca

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From the Poop Deck

1. Do not walk behind me, for I may not lead. Do not walk ahead of me, for I may not follow. Do not walk beside me either. Just pretty much leave me the hell alone.
2. The journey of a thousand miles begins with a broken fan belt and a leaky tire.
3. It's always darkest before dawn. So if you're going to steal your neighbour's newspaper, that's the time to do it.
4. Sex is like air. It's not important unless you aren't getting any.
5. Don't be irreplaceable. If you can't be replaced, you can't be promoted.
6. No one is listening until you fart.
7. Always remember you're unique. Just like everyone else.
8. Never test the depth of the water with both feet.
9. If you think nobody cares if you're alive, try missing a couple of car payments.
10. Before you criticise someone, you should walk a mile in their shoes. That way, when you criticise them you're a mile away and you have their shoes.
11. If at first you don't succeed, skydiving is not for you.
12. Give a man a fish and he will eat for a day. Teach him how to fish, and he will sit in a boat and drink beer all day.
13. If you lend someone $20 and never see that person again, it was probably worth it.
14. If you tell the truth, you don't have to remember anything.
15. Some days you are the bug, some days you are the windshield and on rare occasions you get to be the windshield wiper.
16. Don't worry; it only seems kinky the first time.
17. Good judgement comes from bad experience, and a lot of that comes from bad judgement.
18. The quickest way to double your money is to fold it in half and put it back in your pocket.
19. A closed mouth gathers no foot.
20. Duct tape is like the Force. It has a light side and a dark side, and it holds the universe together.
21. There are two theories to arguing with women. Neither one works.
22. Generally speaking, you aren't learning much when your lips are moving.
23. Experience is something you don't get until just after you need it.
24. Never miss a good chance to shut up.
25. We are born naked, wet and hungry, and get slapped on our ass... then things get worse.
26. Never, under any circumstances, take a sleeping pill and a laxative on the same night.
27. There is a fine line between "hobby" and "mental illness."
28. No matter what happens, somebody will find a way to take it too seriously.
29. There comes a time when you should stop expecting other people to make a big deal about your birthday...around age 11.
30. Everyone seems normal until you get to know them.

* Did you know....

* Mosquito repellents don't repel. They hide you. The spray blocks the mosquito's sensors so they don't know you're there.

* Dentists have recommended that a toothbrush be kept at least 6 feet away from a toilet to avoid airborne particles resulting from the flush.

* The liquid inside young coconuts can be used as substitute for blood plasma.

* No piece of paper can be folded in half more than 7 times.

* Donkeys kill more people annually than plane crashes.

* You burn more calories sleeping than you do watching television.

* Oak trees do not produce acorns until they are fifty years of age or older.

* The first product to have a bar code was Wrigley's gum.

* The king of hearts is the only king without a moustache.

* A Boeing 747s wingspan is longer than the Wright brother's first flight.

* American Airlines saved $40,000 in 1987 by eliminating 1 olive from each salad served in first-class.

* Venus is the only planet that rotates clockwise.

* Apples, not caffeine, are more efficient at waking you up in the morning.

* The plastic things on the end of shoelaces are called aglets.

* Most dust particles in your house are made from dead skin.

* The first owner of the Marlboro Company died of lung cancer.

* Michael Jordan makes more money from Nike annually than all of the Nike factory workers in Malaysia combined.

* Marilyn Monroe had six toes.

* All US Presidents have worn glasses. Some just didn't like being seen wearing them in public.

* Walt Disney was afraid of mice.

* Pearls melt in vinegar.

* Thirty-five percent of the people who use personal ads for dating are already married.

* The three most valuable brand names on earth: Marlboro, Coca-Cola, and Budweiser, in that order.

* It is possible to lead a cow upstairs...but not downstairs.

* A duck's quack doesn't echo and no one knows why.

* The reason firehouses have circular stairways is from the days when the engines were pulled by horses. The horses were stabled on the ground floor and figured out how to walk up straight staircases.

* Richard Millhouse Nixon was the first US president whose name contains all the letters from the word "criminal." The second was William Jefferson Clinton.

* Turtles can breathe through their bottoms.

* Butterflies taste with their feet.

* In 10 minutes, a hurricane releases more energy than all of the world's nuclear weapons combined.

* On average, 100 people choke to death on ball-point pens every year.

* On average people fear spiders more than they do death.

* Ninety percent of New York City cabbies are recently arrived immigrants.

* Elephants are the only animals that can't jump.

* Only one person in two billion will live to be 116 or older.

* Women blink nearly twice as much as men.

* It's physically impossible for you to lick your elbow.

* The Main Library at Indiana University sinks over an inch every year because when it was built, engineers failed to take into account the weight of all the books that would occupy the building.

* A snail can sleep for three years.

* No word in the English language rhymes with "MONTH."

* Our eyes are always the same size from birth, but our nose and ears never stop growing.

* The electric chair was invented by a dentist.

* All polar bears are left handed.

* In ancient Egypt, priests plucked EVERY hair from their bodies, including their eyebrows and eyelashes.

* An ostrich's eye is bigger than its brain.

* TYPEWRITER is the longest word that can be made using the letters only on one row of the keyboard.

* "Go," is the shortest complete sentence in the English language.

* If Barbie were life-size, her measurements would be 39-23-33. She would stand seven feet, two inches tall. Barbie's full name is Barbara Millicent Roberts.

* A crocodile cannot stick its tongue out.

* The cigarette lighter was invented before the match.

* Americans on average eat 18 acres of pizza every day.

* Almost everyone who reads this email will try to lick their elbow.

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Disclaimer: Articles and reports reflect the views of the individuals who prepared them, and, unless indicated expressly in the text, do not necessarily represent the views of the editor. Whilst every effort has been made to ensure that the information in this publication is accurate, the editor makes no representation or warranty, expressed or implied, as to the accuracy, completeness or correctness of such information. The editor accepts no responsibility whatsoever for any loss, damage or other liability arising from any use of this publication or the information which it contains. The contents of the publication are the responsibility of the editor alone.

News, views, enquiries, suggestions, articles and letters for inclusion in
future editions of FLASHLIGHT may be sent to:

Mike Wall
Tel:  +852 2259 3150
Fax: +852 2259 3151
Email: KiwiMarineHK@compuserve.com

  
     
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