| Current | Archive |  
 
 
  FLASHLIGHT - March 2003           Edition No: 18

(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:

Redstar Marine Consultants, Singapore
Sir Bill Codrington, United Kingdom.
Capt. Wallace Gouk AMS, Port Credit Marine Surveys
Jack Mackinnon, AMSR-SMS, USA.
Ed Hatch, SAMS SA, Towson, MD 21202, USA.
Kristoffer A. Diel, M.E.R. International, Madisonville, LA 70447, USA.
A M Ali, Marine Surveyor, Mombasa, Kenya.
Peter Keyes, Manager, New Vessel Certification, Marine & Safety, Tasmania.

[Top]

Spindrift

W K Webster & Co Ltd to take over the SCUA agency network

The Partners of W K Webster & Co are pleased to announce that a Letter of Intent has been signed with Norwegian Hull Club and with Gard Services AS with a view to the 100% purchase of SCUA Holdings BV by W K Webster & Co Ltd.

The intention is that W K Webster & Co., Ltd., will purchase all shares in SCUA Holding BV, the Dutch holding company in the SCUA Group, from the current shareholders, Norwegian Hull Club and Gard Services AS. The transaction is expected to be completed by the end of June this year. SCUA Holding BV will become a wholly owned subsidiary of W K Webster & Co., Ltd., but will remain a separate legal entity.

The SCUA-organisation was established by Norwegian marine underwriters. Today the agency network comprises offices in Rotterdam, Antwerp, Lisbon, Hamburg, Dubai, London and Kobe. The agencies are deemed to be an important part of the Norwegian marine insurance market's worldwide service network. The SCUA organisation offers services within all aspects of marine insurance claims.

The Webster organisation has been in the marine insurance agency business since 1861 and has offices in London, Singapore, Antwerp, Rotterdam and New York. Webster's client portfolio includes both traditional marine insurers and P&I clubs. Webster has for many years had a close relationship with the Scandinavian marine insurance market.

"The SCUA agency network will supplement our own agency network. The acquisition of SCUA will strengthen our position within the marine insurance agency business and enable us to further increase the 24 hour service we offer to clients on a worldwide basis" says Mike Telford, Director of W K Webster & Co., Ltd.

"We feel it is right to hand over the responsibility for the future operation of the agency network to a well respected organization specialised in the surveying and agency field. The sale to Webster is in our view the best assurance we can give our clients and the employees of the SCUA Organisation that it's services will continue to be available in the future", says Torleiv Aaslestad, Deputy Managing Director of Norwegian Hull Club.

"I fully agree with what Mr Aaslestad is saying and would like to add that our organisations will continue to use the SCUA network under Webster's ownership and management", says Sven-Henrik Svensen, Senior Vice President responsible for P&I operations in Gard Services AS.

Nine injured in tanker incident

NINE people were reportedly injured when a Japanese-owned chemical carrier hit a quay in Leghorn, Italy on Saturday, and its cargo subsequently caught fire. The 45,000-DWT, 1989-built Cape Horn, owned by MOL Tankship Management, was on charter to Waterfront Shipping of Vancouver. It was carrying about 14,000 tonnes of methanol, 5,000 tons of which was due to be unloaded in the Italian port. The vessel hit the Bengasi quay and a quantity of the highly inflammable cargo caught fire after a number explosions on board. The ship reportedly sustained a hole in its hull, but local tugs towed it off the port to avoid further consequences. Fairplay understands that the blast resulted in injuries to nine people, the most seriously injured being the Leghorn pilot, who should reportedly need about ten days' convalescence.

(Courtesy of Fairplay Daily News: news@fairplay.co.uk)

[Top]

Contributions

None this month due to the number of letters received on recent
contributions.

[Top]

Scuttlebut

Seafarers Memorial Trust Fund

At its annual dinner, The Nautical Institute London branch, entertained Mr William O'Neil the Secretary General of IMO, who talked about The Seafarers Memorial Trust Fund. The fund was established by the IMO Council to mark the 50th anniversary of the adoption of the international treaty which led to the establishment of IMO.

The aim of the Fund is to provide for:

a. The erection of an International Memorial to Seafarers, at IMO headquarters on the River Thames/
b. The establishment of a Chair on maritime safety and pollution prevention at the World Maritime University in Malmo, Sweden
c. The provision of fellowships to students at certain maritime institutes around the world, and.
d. Any other activity related to the training of seafarers, as might be determined by the administrators of the Fund.

The members and guests were suitably impressed and gave generously to the fund. The editor of Flashlight agrees. Seafarers should be recognised for the work they do and have access to higher education - it is a long haul but it will be worth it.

The Diploma in Ship's Superintendency

Commencing 22nd April 2003

Over 800 students have now successfully completed the Diploma's in Marine Surveying, Port and Ship Management. Lloyd's Maritime Academy is pleased to announce a new Distance Learning Programme, the Diploma in Ship's Superintendency.

www.lloydslistevents.com/dlsuperintendency/?source=LM1465P10

The Diploma is being launched in association with the National Sea Training Centre and the International Federation of Shipmasters' Association.

The course is intended as a qualification for marine professionals worldwide, who may be either currently at sea and wish to progress to a shore based position, or already serving as ship superintendents

Core Modules Include:

* The Role of the Ship's Superintendent
* Ship's Superintendent as Part of the Management Team
* The World of Shipping
* Maritime Law
* Operating Guidelines
* SOLAS
* The Management of Safety and Security
* Tasks of the Marine Superintendent
* Basic Engineering & Ships Structure

See the website today
www.lloydslistevents.com/dlsuperintendency/?source=LM1465P10 to find out how you and your organisation can benefit through undertaking the Diploma in Ship's Superintendency. Alternatively to receive further information email mailto:distancelearning@informa.com or call +44 (0) 1932 893 859.

Gina Tucker
Distance Learning Course Manager
Lloyd's Maritime Academy

******

Further to recent contributions relating to the pitfalls of being a marine surveyor, we hear the following from a reader:

A marine consultant in Singapore, who prefixes his name with the title 'Captain' recently appeared as an Expert Witness in an Admiralty case in Singapore and was taken down by the opposition counsel when he had to admit that he had never ever sailed in command.

We also hear that several Singaporean Captains also use the style although they only hold restricted trading certificates. Many of us encounter marine surveyors and superintendents who, whilst having a Class 1 certificate, use the title despite never having sailed in command.

Back in 1972, Gordon Kenworthy-Neale, Head of the Department of Maritime Studies at what was then Llandaff College of Technology, Cardiff, issued an edict that the lecturers in the navigation section were not allowed to use the title unless they had sailed as Master. This resulted in almost all having to revert to their normal style. Shortly afterwards, GKN was promoted to Captain (E) RNR and was thus entitled to be called Captain at all times, despite being a marine engineer, which really set the cat amongst the pigeons.

If Class 1 marine engineers started doing the same thing and asking to be called 'Chief', we could all look even more ridiculous. It all comes down to common sense and remembering your station. Why don't we just drop titles altogether and stick with plain Mr or Mrs? After all, we are based ashore and not working full time on board ship.

(Ed: I anticipate this sensitive topic will bring a lot of response from readers.)

[Top]

Insurance News

Corrosive coincidence

WITH ABS's punchy head honcho Bob Somerville busy in Brussels at the 'Prestige' hearing, reportedly saying that his surveyor was barred from inspecting the relevant tank, can we recommend a little background reading to the MEPs conducting the enquiry?

Donald Frump's 'Until the Sea Shall Free Them' is a detailed account of the loss of the ABS-classed 'Marine Electric', which sank in the north Atlantic in 1983 with the loss of 31 lives. The carefully researched book looks at the thoughts and motives of the crew, who knew the ship was unsafe, and follows up attempts by the owners to wriggle out of blame for the loss.

Of interest to the 'Prestige' enquiry will be the first-hand accounts of how the crew painted white circles around large cracks in the deck, which the ABS surveyors and USCG inspectors then stepped over and ignored. The book details how the ABS surveyor certified the hatchcovers as sound, when in fact they had over ninety holes in them and were not actually on board the ship at the time; how the hull was patched with a tin lid and epoxy; and how the USCG enquiry into the loss of the ship led to a recommendation that the US government should take back its delegated authority to ABS to inspect ships, because of its negligence and questionable professional integrity - the enquiry's words, not ours.

In the twenty years since the 'Marine Electric', when a period of humble change might have been appropriate, we have had constant bombast from ABS about its high standards, and we have also had the 'Castor', which led to the hyper-accelerated invention of hyper-accelerated corrosion, and later to the quiet departure of yet another surveyor from ABS. And now we have had the 'Prestige', the loss of which, according to ABS, was apparently due to a Russian barge banging into the ship, if we read its report right.

The 'Marine Electric' killed a lot of good men, but it also led, because of the persistence of the enquiries and the power of the press, to major changes for the better in the US coastal trades and the manner in which ships in it are inspected. The 'Castor' and 'Prestige' haven't, thankfully, killed any more seamen, but shipping as a whole has to face up to major changes as a consequence of them. Those considering the changes and holding their enquiries should read this book. It's not history. It all happened in our working lifetime. And it contains no more omissions or fictions or leaps of logic than does the ABS report into the loss of the 'Prestige'.

(Courtesy of Maritime Advocate on Line)

[Top]

Wig & Gown

Court Of Appeal Rejects Insurer's Defence Under ICC(A)

In a decision handed down on 23 February 2003 in Miruvor Limited v National Insurance Co.Ltd. [2002] CACV 3937/2001, the Court of Appeal of Hong Kong upheld the Plaintiff's judgment against the Defendant insurer under several 'all risk' marine insurance policies incorporating the Institute Cargo Clauses (A). The Court rejected the insurer's argument that at the time of the loss of the cargo the insurance cover no longer attached. In that regard the Plaintiff assured had not chosen to utilize the customs warehouse for storage other than in the ordinary course of transit, and thus cover did not terminate upon delivery to the warehouse.

Courtesy of Legal Updates from Johnson Stokes and Masters:
legalupdates@jsm-law.com

Silversea disputes insurance ruling

LUXURY cruise line Silversea Cruises has indicated it will appeal against a UK High Court judgement that rejected Silversea's insurance claims for losses sustained following the September 11, 2001 terrorist attacks in the US. The Florida-based company, which after the attacks laid up the Silver Wind, one of its four ships, claimed $47M from P&C Insurance. Silversea said the figure represented the value of bookings expected, but not made, between September 12, 2001, and March 12, 2002. The judge said that while the company had an "in principle well-founded" claim for the six months, he limited any claim to an overall amount of $5M, rejecting Silversea's interpretation of $5M per ship. Silversea told Fairplay it "has permission to appeal this and other aspects of the verdict on the basis that, in [our] opinion, the insurance policy covered $5M per vessel." Silversea was launched in 1994 by Italy's Lefebvre family, the former owner of Sitmar Cruises.

(Courtesy of Fairplay Daily News: news@fairplay.co.uk)

[Top]

Epistles

Dear FLASHLIGHT

I am a Surveyor in Halifax Nova Scotia. I am probably one of the "few if any" referred to in your presented paper, who came out of University (B Comm) with the intention of becoming a Marine Surveyor from the start.

There were, of course, extenuating circumstances though; I am the fourth Generation to work for Silver's Agencies, incorporated 1897, and 1930.

Through High School and University, after hours, weekends and evenings, I made up a 30-40 hour per week job, following graduation in 1992, it became a true full time (70+ per week) Surveying position. At 33, I have 17 years of experience.

However, I still struggle with the acceptance issue, discussed in your paper. In the local market, I have become quite accepted, particularly as customers are forced to hire younger staff, to replace retirees etc. Youth has a tendency to accept youth at face value, thus I would surmise that your time frame of 2012 is valid, perhaps as much as from the age aspect as from the experience/industry acceptance issue. In the broader picture, however, I am quite used to the look of surprise on faces when I meet Masters, Chiefs and Principals.

I would enjoy not having to start from an age related negative position requiring me to justify myself, before I can commence a Survey. I hope your proposal gains acceptance at large.

In any event, the pimary reason I have contacted you is to request a copy (at your convenience) of the presented paper in the pdf format noted in Flashlight 17. I am anticipating that I will be in a hiring position in short order, as my father, at 62, approaches senility. It will provide me with a framework for consideration.

Best Regards

Jeff Silver

Dear FLASHLIGHT,

We read with interest the Article by Anne Rutherford, "Where are the surveyors of the future to come from", however whilst we found it quite informative we would like to make the following points.

In the second question posed in the article, "What is the traditional career path to become a Marine Surveyor", it gives as an answer, "Achieve Chief Engineer or Masters rank in a seagoing capacity": I would dispute this insofar as being a Master is concerned. Whilst this may be desirable it is in fact rare to meet a marine surveyor who has achieved command. The writer worked for several years with a well known international firm of marine surveyors and was their only employee who had served as Master, and at least three of the Partners of the firm had never been to sea. However many marine surveyors have a Masters Certificate and come ashore after obtaining this, and although they have probably served as Chief Officer it is more likely that they have been Second. Regrettably not all surveyors who chose to use the honorary title of captain are entitled to it, as one well known surveyor found out to his embarrassment in a recent Singapore court.

The main thing against a Master or Chief Officer entering the field of marine surveying is that by the time they achieve this rank they are mature and already have financial commitments that will not allow them to face the large drop in salary that this will entail.

Then of course Ms. Rutherford ignores the majority of persons who are carrying out 'marine surveys', the 'surveyors clerks' to be more correct: these being the persons who carry out day to day routine cargo surveys using the 'Lloyds Agents' standard form, or similar, the 'bottle counters' of the trade, many who also carry out draft surveys and on/off hire bunker surveys, who by far out- number those of us with formal qualifications.

To conclude, although it would be correct to assume that all Marine Surveyors who are also Marine Consultants have a professional seagoing background, the same cannot be said of those Marine Surveyors who are Cargo Surveyors who may never have been at sea.

Yours faithfully,

Capt.W.R.Womersley

The following letter is published anonymously for various reasons which we believe are justified. Tha author suggested that it should not be published as some of the information is of a sensitive nature. We have edited out this information and left the salient points relating to two current issues:

Dear FLASHLIGHT,

I know it is a battle lost but can not skip on mentioning that Capt. M. did not serve time in a high security prison but rather in La Coruna province's provincial prison.

So far I know there are no longer high security prisons in Spain, although many I believe have high security cells.

Capt. M., and I quote the local media on this, stayed in a prison's area reserved for people over 65 with no previous criminal record.

In Spain nobody serves time if he/she is over 70 years old and inmates are freed when they become 70 years of age irrespective of the crime they have committed and the time they have been sentenced.

The above is only being changed for terrorists, they will serve the full time but only 40 years if they are sentenced to serve 40 or more years in prison.

A number of inmates in the prison Capt. M. stayed do enjoy weekend leave and some are asked to stay overnight only, if their status grants them such privileges. Clearly all this does not match with the term high security prison.

I can not show respect for ITF due to the fact that, at least until recently, the Spanish CSR (CSR standing for Canary Islands Second Register, counterparts being the French Kergelen Register, the Norwegian NIS and others) was regarded as a substandard register as far as ITF issues are concerned (I read it in disbelief surfing ITF's website).

You shall know that statutory inspectors conducting surveys on Spanish CSR flagged ships are the same as those conducting surveys on Spanish flagged ships (first register ships), that the regulations are the same, that all crewmembers on CSR ships enjoy Spanish Social Security full benefits (and the shipowners are legally bound to pay most of the monthly subscription or however it is called in English directly to the Social Security Agency).

Spanish Social Security benefits include pension, unemployment subsidy and free of charge accident at work cover insurance for the mariner (actually the employer mandatory buys it for the mariner), free of charge medical check-ups at regular intervals, medical evacuation anywhere in the world and for the mariner as well as for his/her dependants (usually wife and sons and daughters) free of charge hospitalisation, surgery, GP medical attention and subsidised drugs if they are prescribed treatment.

On the other hand the crews enjoy national income tax deductions and therefore they should not be afraid of the Spanish Tax Agency and do not need to set residence in some offshore site. They get the same benefits as the inhabitants of the Canary Islands without needing to live on them.

Just tell me how many registers meet the above criteria and on the other hand, in light of the above, ask yourself whether the ITF opinion of the CSR is fair or otherwise biased by the interest of the (leftist) Spanish Trade Unions that are members of ITF.

Capt. M. may well thank God for being in Spain going through what he is going.

True, the bail was set at EUR 3 million but then the Judge had a right to set it (it was not the government imposing it).

It goes without saying that Capt. M. does not enjoy guilty status.

A trial will be in due course held to find out whether Capt. M. is guilty or not guilty of the crimes with which he has been charged and remember that PRESTIGE was firstly, when she sprang a leak, sailing in the Spanish EEZ and subsequently drifted to Spanish territorial waters (12 nm from the base lines) before she was taken under tow.

The Kingdom of Spain (official long name of my country), via its judiciary branch, does in my opinion have a right to have Capt. M. showing up for trial under charges of committing crimes so defined by the Spanish applicable laws.

You probably are aware of the fact that matters are being balanced and thus various top officials from the Spanish government and maritime safety related agencies involved in the fate of PRESTIGE have been called by His Justice for probation, the corresponding hearings commencing on 25 March. If any reasonable grounds of crime or gross negligence are found, then they will face trial in the same way Capt. M. will.

A colleague of mine has seen a mate of him, in command of a ship, sent to prison and the crew retained on board for presence of a small parcel of coca on board. The same happened to a cousin of mine, also in command of a ship, and he went to jail together with his crew. Both extreme situations happened in the same country, namely Venezuela, no bail was allowed, and eventually during the corresponding trials all were declared non guilty (actually they had not take any part on the alleged smuggling of coca on board).

Capt. M. at present is living in Barcelona, Spain together with his wife until the trial is held, then he will go to Greece, his homeland, irrespective of whether or not he is declared guilty.

Capt. M is already 68 years of age and if declared guilty the time he has spent in prison counts and any convict having served a minimum of 1/3 of the time he has given qualifies for parole.

I keep telling colleagues from abroad that I will be happy if Capt. M is declared non guilty and so I will if he is sentenced.

In the past ship masters run away and did not stand for trial and this explains why His Justice set the bail at EUR 3 million.

Changing the subject, I refer to Mrs. Anne Rutherford, FNI contribution "Where are the Surveyors of the future to come from?" published in "Flashlight" - Issue No.17.

I would describe myself as a "new wave" surveyor.

Now 40 years old, I completed secondary education in Spain and sit examinations for the Spanish counterpart to the British A Level.

At my time nautical and marine engineering studies in Spain, formerly taught in state owned Trade Schools, had just been embedded in the Spanish university system.

I joined Nautical School and attended 5 courses, each 2 semesters long (the actual schedule is different but put together equals to 2 British / US semesters).

The first course was for both would-be marine engineers and us nautical students. Calculus, Algebra, Physics, Chemistry, Technical Sketching, English and an introductory subject on the shipping industry were the subjects of study.

2nd, 3rd, 4th and 5th courses I followed the nautical studies path/scheme but was taught not only the key subjects (Basic Seamanship, Safety & Firefighting, Navigation, Shiphandling, Naval Architecture & Ship's Stability, Meteorology & Oceanography and Weather Analysis & Forecast, Law, English, Cargo Stowage & Securing, Specialised carriages) but also basic Marine Engineering (one semester), Electricity (1 course, i.e. 2 semesters), Electronics (2 courses or 4 semesters), Automation (2* courses or 5 semesters), Maritime Geography & Economics (1 course or 2 semesters), Corporate Administration & Management (1 course or 2 semesters), Shipping History (1 course or 2 semesters) and some others.

On finishing my 3rd course I commenced sea training as cadet during Summer vacations (sometimes overlapping with the commencement of the next course).

On completing the 5 years in Nautical School I continued training at sea and eventually accumulated a total of 2 years cadetship.

I credited my first three courses and some minimum required cadetship period by preparing and reading a set of papers to demonstrate my theoretical knowledge of the subjects of study and the skills I had gained at sea. I got my first degree.

I subsequently sat for Second Mate examinations and got a STCW78 II/4 endorsed certificate of competence with a free access to a STCW78 II/2 (Chief Mate unlimited, limited Master) by crediting a minimum time worked at sea in the capacity of deck officer.

I prepared and read a thesis or project to credit my last two courses at School and as a result got my second, higher, degree that allowed me free access to the STCW 78 II/2 endorsed unlimited Master Mariner certificate by previously crediting the corresponding time at sea and preparing and reading a further project to demonstrate competence for the capacity of Master.

Military conscription saw myself shifting from deck officer (with a short chief mate period on a bunker barge) to second class sailor in the Spanish Navy. I proudly served the country over a period of 1 full year in a Spanish naval station.

The Spanish merchant fleet downsizing by and by during my time at School and sharply on getting my Second Mate's ticket allowed for temporary agreements of employment only.

The situation deteriorated when I played it all too professional and a shipping company I was relying on failed to further recruit me on temporary basis. I could during a time I spent with Repsol serving as third and then second mate on a Suezmax crude oil carrier get the nearest status to the one of permanent employee taking the opportunity of the merger of the Repsol fleet with a Spanish shipping company (smooth sell out and charter back arrangement) but declined when I was offered the job by the fleet's Personnel Manager, a former shipmaster of mine (I served under his command during some cadetship period I spent on a Repsol's VLCC).

The new company formed out of the above merger sold out the fleet in a couple of years and therefore my decision was not so bad.

I tried the open registers but management companies and shipowning companies were not prepared to pay good salaries (so many of us demanding a job).

I eventually made the decision to quit sailing without crediting my time to sit for Master Mariner's examination (I am still over 1 year sea time short of the minimum required).

Having mostly sailed on tankers (crude, white products, petrochemicals, asphalt and black oils and even on a bunker barge), I was recruited by Caleb Brett's Marine Technical Dept. as cargo expeditor with secondary duties as cargo inspector.

After 9 months during the course of which I attending over 45 Aframax to VLCC size dischargings, in continuous attendance on board monitoring COW and squeezing operations, and carrying out a number of on/off surveys and also oil products related cargo inspections I made the decision that the work was not for me.

In Spain Caleb Brett was at the time some slave driving employer and I enjoyed virtually no leave, the salary just allowed me to get to the end of the month even but only because I was still single. Last but not least I was far away from my place of birth and residence and also from friends.

During my time at Nautical School I attended most of the STCW78 specialised training courses, some seminar on chartering and the Survival at Sea and Firefighting basic and advanced level courses (the Firefighting advanced level endorsed by the well known Texas A&M University Fire Training Centre).

I went to work with SGS as cargo inspector and dry-bulk, break-bulk, oil cargo, on/off surveys became my routine. I got closer to my hometown and after 1 year run away to Inspectorate (nowadays a member company of the British BSI Group) and opened business for the company in my birthplace/hometown.

At about the time of running away to Inspectorate I took the opportunity to attend an intensive course in Marine Surveying, organised by what in English would go as the Institute of Spanish Merchant Navy Officers (of mandatory membership) learning the basics of the trade (report writing, type of instructions, clauses of the most common H&M and cargo insurance policies, P&I insurance policies, international trade) from practicing surveyors and maritime lawyers who were keen to lecture us.

I soon started working marine surveying for the local Lloyd's Agency and am proud to report that I enjoyed the distant monitoring of The Salvage Association Ltd - Lisbon Office (with Mr. C.T. Scott, CEng., MIMarEng, MRINA, MCMS as Principal surveyor).

P&I instructions from local correspondents did not last long to come and I relied on former professors of mine for advice as necessary.

The local Chamber of Trade & Shipping and the Spanish Foreign Trade Agency organised a 6 months long course on international trade, with lectures on Fridays and Saturdays and I signed up and managed to attend most of them.

Working a case on a foreign flagged ship I met my present boss, who had also been one of my lecturers during the above marine surveying course and was in attendance on the ship as opponent party surveyor.

My command of the English language was at the time as good as it now is (I two and a half years ago sit for and passed the exam -New CPE type- for the University of Cambridge Certificate of Proficiency in English as a Foreign Language to formally credit my foreign language skills).

My boss, former shipmaster of NIS flagged LPG carriers and at that time with an accumulated marine & nautical surveying experience of 8 years including the attendance of the shoreline clean-up of the 'Aegean Sea' spill, went in talks with me, discretely monitored my whereabouts as a 'nugget' surveyor to check me out and after 6 months managed to make room for me in the company.

I joined and was appointed staff surveyor to my present company on 21 November 1994 (a date I will never forget because while I went for my first day at work my maternal grandmother was being buried, she had passed away 2 days ago). I was at the time still 32 years old.

I went through an in house training period trailing along with my boss, who soon started to send me alone to attend matters, occasionally monitoring me via mobile telephone. In the office it was not the same, all my drafted reports were sharply scrutinised by him and I received quite a number of bitter comments and criticism (some not justified).

The Salvage Association Ltd. was still shadowing. It happened that my boss did not like much working SA instructions, our marine engineer surveyors lacked command of the English language I found myself taking charge of hull matters for SA and accompanying the engineer surveyors for machinery matters for the SA. I prepared all the reports, obviously in English, and had to purchase marine engineering books in English to get familiarised with the jargon and eventually improved my knowledge of marine engineering matters. Some guidance and advice from SA - Lisbon helped ironing out some reporting procedures and approach at the work.

The P&I industry went on Condition Surveys in mass numbers, each Club having its own requirements and formats. Initially assistant to my boss he soon passed over this work to me. I in due course was made designated condition surveyor for various Clubs of the International Group like the Britannia Club, the UK Club and The London Club, with instructions also coming from NEPIA, WOE and others.

H&M condition surveys of fishing boats also were shortly handed over to me.

It looked that my boss found me talented for the condition survey work and I indeed put a lot of interest into it and devoured all books of reference I could and regulations like SOLAS, Marpol and others.

I was still the junior and my boss and the company's directors appeared to look down on me because I was not a Master Mariner and had not served in the capacity of master in command.

For them my university degrees - the higher so far I can tell at British/US MSc level - and specialised courses (particularly the one on international trade) were ok but not enough for me to be regarded a
'peer'.

Oddly, I in early 1995 applied for and joined the NI and was elected a Member, MNI, directly.

Damage surveys I got the less, on/off surveys I got all, recreational craft damage surveys I got many. Pre-loading surveys I got all.

Major P&I and H&M damage cases I attended either as back-up surveyor, assistant surveyor or just as trainee.

Reluctantly my boss realised that I was conversant with IMO Codes of Safe Practice, Deck cargo matters (Capt. Knott's Lashing & Securing of Deck Cargoes was one of my first purchases as NI member and I had had so many English text like books of reference during my time at School, the project or thesis I had prepared for my MSc had been on shiphandling with tugs but before I made up my mind for it I had explored the matter of deep sea towage. American and British books served me as good reference as well as the proceedings on the annual towage conferences).

A man relying on his previous experience as far as facing a work was concerned, my boss realised that my input was a plus. The survey business was changing and adapting to new regulations coming into force. It was no longer that the towage arrangements were alright 'according to the undersigned knowledge and experience' and the same applied to lashing & securing of cargoes. A more formal approach was being made.

Having an in house expertise in perishable cargoes learned dearly over years of attendance and work with experts, our office and generally the company got a name because of the teamwork my boss and I developed and clients from abroad started to send less and less surveyors from UK firms to help us attending sensitive matters.

The office's and generally the company's business grew and my boss went most to managerial duties and I started to take over full charge of all matters. Co-ordinating of non-exclusive surveyors in Spain and abroad came to me in due course.

Now, after 8 years and 3 months working with the company have earned my spurs, at least for my boss (office's manager and company's general manager).

You may or may not be surprised to know that I seldom had any shipmaster challenging my advice and the case has been that I had to make clear to many of them that I cannot be addressed by the title of Captain.

I remember a Greek shipmaster facing a cargo shifting situation and not at ease. I at that time was about 35 years old and he was in his late fifties or early sixties. I was attending together with my boss. The Greek was somewhat amazed, he had not met so young surveyors (my boss is at present 48 years old but remains lean and fit), but did not last long to express that surveyors are people with knowledge and experience and I appeared to be erring on the knowledge side but was most eager to ask for my advice. It was a professional praise.

My conclusion is that it is in order for study schemes at so many Nautical Colleges and Schools in the developed and also in the lesser developed countries be revised and widened. In Spain they have been made lax some including cadetship periods, higher graduates now getting what for me is the equivalent of a British BSc(Hons).

The Spanish government recently enacted regulations for professionals ashore carrying out consultancy and inspection work like drafting of emergency plans, towage plans, stability calculations, compass adjusting and others. The necessary degrees and educational backgrounds are identified but mention is no longer made of professional certificates of competence (they are just for shipboard positions and on the other hand naval architects get degrees but no certificates of competence). The same happens with shore based positions in the various governmental agencies dealing with shipping and maritime affairs.

Similar regulations may soon be enacted, if not already implemented, by other countries.

Clearly any marine engineer or nautical professional beats a naval architect on most surveying and consultancy works, but only if the former have a solid educational background and a minimum seagoing experience that needs not be in the capacity of senior officer (I know of many junior engineer officers being promoted to technical superintendents without having served in the capacity of second engineer or chief engineer).

Surveying is at present and in my opinion mostly a job for those willing to challenge themselves and live a busy life. So many shipmasters and marine engineers at sea do not qualify. The master job is no longer what it used to be and on the bigger ships port calls are scarce and most of the real experience for the survey and consultancy work is gained in the ship/shore exchange or interface.

I have been involved in many situations that many masters have never dreamed of. I have advised on refloating of stranded and sunk ships, towage, lashing & securing of heavy lift, damages to a myriad of cargoes, questioned and debriefed crews after major casualties like sinkings and fires and so many other situations that the average master does not face on frequent basis. I have also worked as a surveyor with shipmasters and crews from so many nationalities and at sea this is not so easy to achieve.

Surveying now is less rewarded in monetary terms and more demanding on time spent at work and I have found that mariners having had a long career at sea find it difficult to adapt to our working environment, including phone calls to and from clients at any time, not to mention report writing.

Mrs. Rutherford proposal should in my opinion be refined. Clearly surveying is a career of its own that shall be commenced at an early age, but clearly not under 30 years of age because some maturity and seasoning is needed. Cargo inspector or a similar activity is a good start for younger people but a minimum period at sea on as many vessel types as possible is also needed.

Surveying courses are not, in my opinion, the solution. The trade is learned in the field and expertise some self-gained while other passed from the senior over to the junior. Classrooms, workshops, distance learning, they do not make up for this.

Above average decision-making skills, brains and a high educational background are needed for the job, otherwise you may not be able to do it properly. Command of a foreign language, like my case is of the English, is needed. Somehow I feel that it helps breaking your mind open. I have seen colleagues missing the point or doing a wrong approach because either their poor language skills or a narrow minded attitude governed by their cultural background.

Institutes of Surveyors or Associations of Surveyors are neither the solution. There are so many that each sets its own standards and consequently they as a whole may actually serve the opposite purpose they intended. A single Institute or Association world wide or at least one per continent would help achieve the purpose sought and so would do an association or federation of national surveying institutes or associations.

I for instance am a member of the Spanish Institute of Navigation, that is a member institute of EUGIN (European Group of Institutes of Navigation) as much as the British Royal Institute of Navigation and other institutes are.

Marine pilots also care for international federations (EMPA in Europe and IMPA worldwide) and the same is true for shipmasters associations. Why then are so many Institutes and Associations of Surveyors. They have sprung lately like flowers in Spring and I really do not know the reason.

May I ask that you take the opportunity to express my gratitude to Mr. Scott, late Principal Surveyor of The Salvage Association Ltd - Lisbon office. I personally think it a pity that the centuries old company was sold out to BMT.

'Qaera Veritas' was really a good and meaningful motto.

Name and address supplied.

[Top]

People

Bill Gardner

Please to report that Bill Gardner is on the road to recovery, with a positive spirit. He anticipates having an operation to clear two veins in his neck, after which he can start the recovery process in earnest.

From Peter Nation:

Dear All

Having checked the e-mail distribution list, it seems that it has been some time since we let our industry contacts know our progress.

I have now been released from the hospital for eight weeks. Each day I have to undertake exercises and two times a week I attend a clinic at one of the local hospitals. One of these sessions is hydrotherapy and besides being very hard work doing exercises in a blood temperature pool for one hour this clinic has definitely improved the amount of motion that I have in the left arm and leg. I am still suffering from partial paralysis of the left limbs but the condition is improving and the most frustrating thing is the amount of time it is taking and the lack of mobility that persists.

I am still not in a suitable condition to consider surveying vessels, as I must use a walking stick but walking the dogs each day I can achieve up to 1 km before I need to get in the wheelchair. Whilst this is an achievement, the walking surface in a shipyard or at vessels on the anchorage, cannot be considered suitable for a walking stick. This means that I am limited to working for the company doing consultancy work involving using my computer dictation software to follow up on cases that were put into suspension when I dropped out of action last year.

So far the system is working quite well but Mr Bill Gates is not one of my favourite people, especially as I have to drive the computer with only one hand. Another disadvantage is the medical advice that I take no alcohol for three months and only very limited quantities for the next three months. As can be imagined this does not improve the popularity of Malaysian motorcyclists like the one that caused my injury. If I meet anybody that tries to be humorous by offering me a drink please be advised that I will be taking rain checks.

Overall I have made a dramatic improvement on the condition I was in, in the hospital. This does not mean that I am fully recovered but I am well on the way and things are still improving.

I trust that this message finds everybody well and thank you all for your concern and well wishes during my bad time last year. I hope it will not be too long before I can see you all again in more sociable circumstances.

Regards

Peter Nation
9 March 2003

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

[Top]

Books

Marine Surveying and Consultancy, John Guy, Fairplay Publications. Ed: A good introductory handbook for marine surveyors.

Lloyds Survey Handbook, Sixth edition edited by Bryan J Lower-Hill, Lloyds of London Press. Another good handbook for the surveyor's library.

If you have any suggestions, please let us know.

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:

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.

[Top]

Conference Reports

None this month.

[Top]

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/

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

13-15 May 2003, Cruise & Ferry 2003, Grand Hall, Olympia, London.
Information from Morenike Ogunmefun, Informa UK Ltd,
cust.serv@informa.com or www.cruiseferryex.com

28-30 MAY 2003, ASIA SHIPBUILDING 2003, Swiss Hotel, Dalian, Early bird expires on 30 April 2003
http://www.ibc-asia.com/AsiaShipBuilding.htm

3-6 June 2003, NORSHIPPING, Norway Trade Fairs, Lillestrom, Norway.
www.nor-ship.com

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

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

[Top]

From the Poop Deck

From a reader, gender unknown:

Men are like ....... Laxatives ...... They irritate the shit out of you.

Men are like ........ Bananas ...... The older they get, the less firm they are.

Men are like ........ Vacations ..... They never seem to be long enough.

Men are like ........ Weather ...... Nothing can be done to change them.

Men are like ........ Blenders ...... You need One, but you're not quite sure why.

Men are like ........ Chocolate Bars ..... Sweet, smooth, & they usually head right for your hips.

Men are like ........ Coffee ...... The best ones are rich, warm, & can keep you up all night long.

Men are like ........ Commercials ..... You can't believe a word they say.

Men are like ........ Department Stores .... Their clothes ! are always 1/2 off.

Men are like ........ Government Bonds ... They take soooooooo long to mature.

Men are like ........ Mascara ...... They usually run at the first sign of emotion.

Men are like ........ Popcorn ...... They satisfy you, but only for a little while.

Men are like ........ Snowstorms ..... You never know when they're coming, how many inches you'll get or how long it will last.

Men are like ........ Lava Lamps ..... Fun to look at, but not very bright.

Men are like ........ Parking Spots ..... All the good ones are taken, the rest are handicapped.

[Top]

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

  
     
  >> [Print this page]  
 
 
  | Home | What's New | Conference Information | Flashlight | About Us |  
  | Contact Us | Links | Site Map | Privacy & Disclaimer |  
  This site was updated on 5 January 2009.  
  Every 3,000 sheets of paper cost us A tree. Let us conserve.
Do not print this page unless absolutely necessary.		  
  © 2002-2008 Asia Conference Ltd. All rights reseverd.