The Report September 2017 Issue 81

THE REPORT
Issue 81
SEPTEMBER 2017
The Magazine of the International Institute of Marine Surveying
WIND & RENEWABLES GROWTH

What are the oppORTUNITIES for surveyors?
BEWARE the perils of undertaking valuations
LONDON CONFERENCE Innovative End of

2017 REPORT life boat Solution
THE REPORT
The Magazine of the International Institute of Marine Surveying September 2017 • Issue 81
Contents
04 • Editor’s Letter
05 • The President’s 28 30
Column
06 • IIMS Organisation
AND Structure
07 • Marine News
14 • Member News 52 • revolutionary re-use
21 • IIMS 2017 London of polyester boats
Conference Report 58 • Ship Versus Ship
27 • the perils of Collision Claims
undertaking
valuations
21 64 • Teignbridge Propellers
International Ltd and
28 • The new ISO 19030 ETI working on £3m
standard explained high-efficiency
propulsion technology
FEATURE
Offshore Wind and
52 demonstration project
Renewables Sector: 66 • HSE Plaza July 2017

39 • Vessels under 24 69 • Cargo liquefaction:
30 • Assessing the
metres operating “Death by Poor
opportunities for
in the Energy Sector Sampling” and
marine surveyors in
– an overview “Canning the Can Test”
the fast growing
energy sector 42 • The Wencon 72 • Chapter 1
product range Fifty Shades of Law
33 • Developing Vessel
Inspection and 48 • Issues Associated A Surveyor’s Duty
Accredited Vessels with Submerged and 75 • NEW PRODUCTS
Inspectors in Offshore semi-Submerged
wind: A new player on Enclosed Spaces 80 • A day in the life of...
the “offshore block” - Bridging the Gap Ian Nicolson
The Report • September 2017 • Issue 81 | 3

Editor’s Letter
Dear IIMS Member responsibility and liability cease? the wind and renewables sector
Both articles are worth a read. starting on page 30. I will leave you
Another IIMS London Conference to decide!
comes and goes, this one not End of life boats has been a thorny
attended in person by as many issue for many years. The problem Not long ago, ISO standard
members as I would have liked. But I continues to grow and various 19030, regarding the objective
am grateful to those who did join us initiatives have been proposed to measurement of hull and
and for your company at the event. tackle this problem. As Albert ten propeller performance, was
A pity as the content delivered over Buschen says in his article on the launched. But what is the purpose
the two days was both pertinent subject (see page 52), “There are of this new ISO? The answer can
and of high quality. However if you currently an estimated 13,000 end be found on page 28.
were not present, or did not take a of life boats in Holland, a figure
live feed of the Conference, check that one prediction says is set to It gave me particular pleasure to
out the IIMS YouTube channel to see rise to an astonishing 75,000 by interview Ian Nicolson HonMIIMS
videos made at the event and catch 2030.” His pioneering work in this for the ‘A Day in the Life of’ feature
up on what you missed. area is laudable. (see page 80). A doyen of the marine
surveying business, Ian can point
This edition of the Report Magazine Earlier this year I attended an to seventy plus years’ service to
has a short overview of the London exhibition in London dedicated to the profession under his belt. He
Conference and the AGM as well the wind and renewables sector. must surely be the oldest working
as the recent IIMS Singapore To say I was shocked at what I surveyor in the UK if not the world,
seminars too, which attracted a saw and learnt in a single day unless you know differently? Younger
good mix of delegates. Elsewhere is an understatement. With the surveyors could learn much from his
in this publication, you will find inexorable growth of the sector and words and pearls of wisdom.
an eclectic collection of articles, the clamour for this cheaper form
features and news. of ‘green energy’, it is inevitable Hope you like the new page layouts
that more specialist and hybrid in this edition.
I am grateful to Elliott Berry, who vessels, many of which are high
earlier this year flagged up the risks in specification and boasting the Survey well
associated with giving valuations latest workboat technology, will
(see page 27); and also to Karen be servicing that sector. Perhaps
Brain who has picked up this theme this creates opportunities for
and expanded it further in her entrepreneurial surveyors? I have
article on page 78. Surveyors have tried to expand this theory with Mike Schwarz
a ‘duty of care’, but what does this the help of a couple of other Chief Executive Officer
mean in reality and where does that contributors in a special feature on International Institute of Marine Surveying
Chief Executive Officer: Mr Mike Schwarz President: Mr Adam Brancher (FIIMS) Vice President: Capt Zarir Irani (FIIMS)
Deputy Vice President: Mr Geoff Waddington (FIIMS) Immediate Past President: Capt Bertrand Apperry (FIIMS)
Mrs Tania Bernice....... Certifying Authority Administrator Mrs Cam Robertson.... Membership Secretary
Head Office Team
Miss Cathryn Ward..... Education, Training & Events Co-ordinator Mr Craig Williams...... Graphic Designer
Miss Elly Bryant.......... Accounts Support Administrator Mr Dave Parsons........ Administrative, Services and Social Media Co-ordinator
Mrs Hilary Excell......... Marine Surveying Academy Business Manager Mrs Sam Owen........... Administration Co-ordinator
Tel: +44 (0) 23 9238 5223 | Email: info@iims.org.uk | IIMS, Murrills House, 48 East Street, Portchester, Hampshire, PO16 9XS, UK | www.iims.org.uk
© The International Institute of Marine Surveying 2017 - The Institute and authors accept no responsibility for any opinions, statements or errors made in any article, feature or letter published in this Magazine.
4 | The Report • September 2017 • Issue 81

The President’s Column
Dear Member fixes on another subject, but protectionism, free trade, trade
many, many lives continue to be routes, volumes. Confidence,
It’s very early here in Hobart, affected and much work remains economics, chaos, stability are all
on a freezing cold August day. to be done long after the media factors in a surveyor’s lot. It really
Catching up on correspondence attention wanes. The suffering and doesn’t matter if you are a yacht
before heading in to work I find pain doesn’t beam into our living surveyor or doing draught or any
myself thinking not of the day rooms but it’s there, and real, and other type of surveys, anywhere in
ahead but of the extraordinary in many respects lasts forever. the world. Each and every branch
and unnecessarily difficult times of our profession is affected by
many people are facing around the No matter what side of the world events, and to not take
world right now. Earlier flicking on political spectrum you sit it’s hard notice of them and attempt to
the news, the first and only item not to feel deeply for the people anticipate them is to be tossed as
across the stations is the terrible personally caught up in these leaves in a hurricane.
attack in Barcelona. This has tragedies and events. What I think
replaced Charlottesville on most is harder is for us to genuinely Its traditional to wrap up a column
outlets as the lead story, which in grasp the effect of major conflict like this with a pat solution, or an
turn has put into second place the on whole peoples and the world, exhortation designed to meet or
unfolding events on and around the generation that personally overcome the challenges highlighted
the Korean Peninsula. experienced the Second World in the issues the writer raises.
War is passing and the collective
I can clearly recall drills at school memory of its horror is getting I’ll have to disappoint you in this
teaching us how to prepare for fuzzy. I for one could not think of instance save to say that during
and survive a nuclear strike. anything worse than having to kiss these difficult times, I believe that
I’m a young pup of 48 and I’m my conscripted children goodbye working collectively together is
still somewhat stunned that as they leave for war, as my great important. You are members of a
today there are two bellicose grandparents had to do. global association of like-minded
and seemingly unconstrained professionals, who look at things in
buffoons, amongst a group of IIMS members have broad and a methodical, common sense way.
lessor buffoons - with no sense of deep life experience as I’m There is some sanity in this world.
the consequences and implications continually reminded when I meet Please give your loved ones and
of nuclear or any other type of war you around the world, and are children, wherever they are, a call
who genuinely seem willing to risk not just doers, but are thinkers and a real, or virtual, hug tonight.
it, and the planet, for goodness too, abreast of the current events
knows what? worldwide that are a daily factor in
all of our lives.
As any of you who have dealt with
matters which attracted major Tension causes commodity Mr Adam Brancher President
media attention would know - the prices to rise and fall, political International Institute of Marine Surveying
cameras and interest eventually changes affect trade agreements, Email: adambrancher@kedge.com.au

IIMS Organisation & Structure
Marine News
Directors of IIMS and Management Board Members Other Management Board Members
Capt Allen Brink HonFIIMS Capt Zarir Irani FIIMS, Vice President, Regional Director
Mr Adam Brancher FIIMS, President Capt John Noble FIIMS, Chairman Administration & Education
Capt Chris Kelly FIIMS, Chairman Professional Assessment Committee Mr Paul Homer HonFIIMS, Chairman Standards
Mr Fraser Noble FIIMS, Chairman Certifying Authority & Finance Mr John Excell FIIMS, Chairman of Yacht & Small Craft Surveying
Mr John Heath FIIMS, Technical Response Team Mr John Kilhams
Mr Geoff Waddington FIIMS, Deputy Vice President
Regional Directors
Mr Pervez Kaikobad, India Eng. Dimitris Spanos, Eastern Mediterranean
Capt K U R Khan, Pakistan Mick Dyer, Australia Branch Chairman
Mr Monday Ogadina, West Africa Capt Irawan Alwi, Indonesia
Capt Andrew Korek, Canada Mr Zennon Cheng, China
Past Presidents Capt Zillur Bhuiyan FIIMS, Bangladesh
1991 - 1993 Capt William MacDonald
1991 - 1995 Capt David Linacre
1995 - 1996 Capt David Linacre/Capt Andrew Cross Other
1996 - 1997 Capt David Linacre Honorary Fellows
1997 - 2000 Eur Ing Jeffrey Casciani-Wood Mr Peter Morgan
2000 - 2003 Eur Ing Ian Biles Capt Barry Thompson
2003 - 2005 Capt Christopher Spencer Capt Christopher Spencer
2005 - 2007 Capt Ian Wilkins Capt Peter Lambert
2007 - 2010 Capt Allen Brink Capt Satish Anand
2010 - 2012 Mr Peter Morgan Eur Ing Jeffrey Casciani-Wood
2012 - 2014 Capt Satish Anand Capt Bertrand Apperry
2014 - 2016 Capt Bertrand Apperry
In-Country
Representatives
Mr J Renn, USA
Capt G Villasenor, Mexico
Mr J Bru, Panama Other Fellows
Mr G Jugo, Venezuela Mr Derek Levy
Mr P Taylor, Trinidad Mr Martin Pittilo
Capt Eugene Curry, Ireland Mr Peter Broad
Capt F Habibi, Morocco Mr Tony Fernandez
Mr M Zukowski, Germany Mr Milind Tambe
Capt P Oyono, Cameroon Mr Anthony Protopapadakis
Mr A Gnecco, Italy Capt Muhammad Alam
Capt R Lanfranco, Malta Mr Parimal Bhattacharyya
Dr S Favro, Croatia Mr Anthony McGrail
Mr J Rowles, Turkey Capt Reuben Lanfranco
Mr P Ch Lagoussis, East Africa Mr Gerry Grecoussis
Mr R Rozar, Reunion & Mauritius Mr Kay Wrede
Mr P Broad, South Korea
Mr Luc Verley, Singapore
Honorary Members Mr Hans van Bodegraven Mr Parthasarathy Sridharan Capt Matthew Greenen Ms Dee Davison
Mr Hugo DuPlessis Dr Paula Giliker Mr Brian Williamson Capt Gopalkrishna Khanna Cdr Terry Lilley
Capt Syed Khalid Humail Capt Ian Wilkins Capt Jens Andersen Mr Ian Nicolson Capt M P Karanjia
Mr Jorge Sanidos Capt J.C. Anand Mr John Guy Capt Rodger MacDonald Mr Uday Moorthi
Dr David Lawrence Mr Anthony Beck Capt David Linacre Capt William MacDonald Mr Ian Biles
Dr Satish Agnihotri Capt Andrew Cross Capt Jean Paul Le Coz Ms Evie Kinane

Marine News
Safety warning issued by MAIB following Superyacht Aurora delivered by Lürssen
a fatal auxiliary boiler explosion on
container ship Manhattan Bridge Lürssen’s 74 metre superyacht Aurora has been
successfully delivered to her owner in Rendsburg,
Germany, it has been announced. With a GT
of 2,113, she was first revealed to the industry
earlier this year in March as she emerged from the
Lürssen sheds.
Aurora features both an interior and design

by Winch Design and was developed with
a large family in mind. As such, she boasts
generous interior and exterior spaces and
can accommodate up to 16 guests over eight
staterooms. She has a number of innovative
features such as a large portlight to the main
The Manhattan Bridge. Photo credit: Ron van de Velde staircase and custom, state-of-the-art exterior
lighting across each deck. Numerous remarkable
An engine room oiler suffered fatal injuries and artworks can be found on the bridge deck, which
the second engineer suffered severe burn injuries also features an aft bar for entertaining.
when a furnace explosion occurred on the vessel’s
auxiliary boiler. The oiler and engineer were Read the story in full online: http://bit.ly/2urljCG
attempting to restart the boiler after it had suffered
a flame failure cut out.
The boiler had tripped out several times due to

flame and ignition failures earlier in the day and had
been successfully restarted by the second engineer.
Following the accident, waxy deposits, sufficient

to cause intermittent fuel supply problems, were
found in the boiler’s distillate fuel supply filter.
Read the story in full online: http://bit.ly/2wkBUrd
Lack of safety management system highlighted

in the case of the Peter F Gellatly
The National Transportation Safety Board

(NTSB) has issued its accident report into the
case of the Peter F Gellatly in New Jersey that
caused an estimated $2.7 million of damage,
which could have been mitigated had there
been a safety management system in place.
The tank barge Double Skin 501 collided with
the International Matex Tank Terminals (IMTT)
Bayonne Pier A whilst being pushed by the
uninspected towing vessel. In addition, further
damage was caused to an adjacent ship, the
Isola Bianca. Furthermore, pipelines on the
pier were damaged, resulting in the discharge
of 630 gallons of fuel oil into the water.
Read the story in full online: http://bit.ly/2es4kJL

Marine News Effectiveness of lifejackets called into question by
MAIB report on the foundering of fishing vessel Louisa
Early on 9 April 2016, the fishing vessel Louisa

foundered, with the loss of three lives, while
anchored close to the shore in Mingulay Bay
in the Outer Hebrides.
The skipper and crew, who had been working

long hours before anchoring late the previous
evening, had woken suddenly as the vessel
was sinking rapidly by the bow. They were
able to escape to the aft deck, activate the
emergency position indicating radio beacon
(EPIRB), and to don lifejackets. However, they
Photograph of Louisa recovery were unable to inflate the liferaft as they
abandoned the vessel.
Rescuers located the uninflated liferaft and beside it found the skipper and one crewman unresponsive and face
down in the water, despite wearing approved abandonment lifejackets.
The MAIB investigation included salvaging the wreck to determine the cause of flooding, inspection and testing
of the liferaft, lifejacket trials and testing, and a review of the search and rescue response. The Maritime and
Coastguard Agency has since taken action to enhance its guidance in respect of liferaft servicing requirements.
The circumstances of this accident, and subsequent trials and testing undertaken, have raised concerns about
the effectiveness of the lifejackets worn by Louisa’s skipper and crew. Recommendations have been made to
Louisa’s owners regarding vessel maintenance, safety equipment servicing and risk assessments, and to the
liferaft servicing company and its sub-contractor in respect of work processes.
For the full story and report visit: http://bit.ly/2gl5YK2
Lack of surveyors at UK MCA highlighted as a programme of modernisation gets underway
The UK’s Maritime & Coastguard Agency (MCA) is modernising the way the UK Ship Register operates with a number
of new initiatives being rolled out as the Agency is also addressing the issue of a shortfall in surveyors on its books.
At the All-Party Parliamentary Group for Maritime

and Ports, attendees were informed that the
MCA is considering increasing the fee structure
for the UK Ship Register to above 2016 levels.
The registry is working to improve the response

time for enquiries to one working day, while for
complex issues it will take three working days.
Increasing ship registry fees would match the
higher levels of service being offered, the MCA
said. The register also plans to roll out a package
fee option in April 2018. Further, a new online
ship registry service is expected to be completed
by Christmas this year.
The suggestion that the MCA could become a GovCo – a privately held state-owned company that is subject to
government oversight but with greater commercial freedom – was argued as currently unnecessary, especially
as the transition would take between three and five years, while Brexit will continue to parliamentary schedule
until at least 2019.
Read the story in full online: http://bit.ly/2eGWZTq

Marine News
Van Oord wins contract for iconic Hanse Yachts announces the launch
Dubai waterfront project of four new models
Four new Hanse yachts have been launched that

are designed to be faster, more convenient, more
luxurious and easier to use than previous models the
company says.
The 348, 388, 418 and 548 have been developed

based on the four elements from ancient Greece; fire
water, air and earth.
The 10.4m long and 3.55m wide 348 is the smallest

yacht in the new fleet and has a sporty look due
to the design of its deck. It boasts a horizontally
mounted panorama window in its saloon. The
11.40m long and 3.90m wide 388 has six hull
Van Oord has been awarded the contract for Dubai windows and a sailing area of 67.5 metres squared.
Harbour marine works, a prestigious mega project
in Dubai. Read the story in full online: http://bit.ly/2urljCG
The project, which Van Oord carries out for

Projects Link Contracting Co LLC, is the next step
in achieving ‘Dubai Tourism Vision 2020’, Dubai’s
strategy to attract 20 million visitors per year by
2020. A strategy to which Van Oord has contributed
since 2001 by building amongst others Palm
Jumeirah, The World and many other artificial
islands.
Dubai Harbour is set to span 185 hectares, and will

include berths for 1,400 boats and a cruise terminal.
Execution will take place from September 2017 to
May 2019.
Read the story in full online: http://bit.ly/2vM5Fh2
Research demonstrates the ecological threat posed by biofouling
Researchers at the Tel Aviv University’s School of Zoology

have published a new study recently demonstrating
the ecological threat posed by biofouling. Their
analysis found that half the ships passing along the
Mediterranean coast of Israel are carrying potentially
invasive ascidians on their hulls, among other organisms
picked up from around the world.
“These ascidians are passing through the Suez Canal,

latching onto ropes and the bottom of the ship. They’re
filter feeders, so they cover and clog every surface
they latch onto, creating a lot of drag for the ship and
damaging marine biodiversity in their new environments.
They’re a major threat to our coasts and are very costly
to shipowners,” said TAU’s Dr. Noa Shenkar, who led the
research.
Read the story in full online: http://bit.ly/2xOVMAH

Marine News Superyachts and their interiors could be created by 3D printers
says naval architect Greg Marshall
ENaval architect Greg Marshall predicts the technology for 3D printed yachts and superyachts could be available
by 2030. Entire superyachts and their interiors could be created by 3D printers, using more efficient materials for
stronger and more affordable designs.
3D printing’s benefits include fewer parts, less labour, less stock, and less lead time. Furthermore, with the
help of enhanced materials such as titanium, 3D printing creates drastically less waste compared to current
construction technologies.
During a presentation at the 2017 Superyacht Design Symposium, Marshall said “Additive manufacturing
is changing the playing field. In the very near future, we will be using it to build superior yachts that have
significant material reductions and much smaller carbon footprints”.
He continued, “Typically in a shipyard, you see about 15 to 20 percent raw material wastage. With 3D printing, it’s
around 2 percent, so it’s a huge savings in material, a huge savings in labour.”
The material Marshall predicts will be

used is titanium, which, being lighter than
steel, will allow for higher boat speeds and
more efficient fuel usage. Used in bone
replacement implants, titanium does not
corrode and is bio-compatible, meaning
less maintenance will be required than
conventional materials.
For the full story and online:

http://bit.ly/2xAaIn3
Beneteau announces details about the new generation of Oceanis sailing yachts
Beneteau has announced the first of a new

generation of Oceanis sailing yachts which
promise to be faster than previous models and
feature up to 35% additional sail area.
Fitted with an extra-long carbon or aluminium

mast, the customisable Oceanis 51.1 was
designed by Olivier Racoupeau and has a
stepped hull which creates additional interior
space without changing the shape of the bottom.
Beneteau marketing director, Gianguido Girotti,

said: “We capitalized on our experiences with
the First and the Figaro, which are boats that are
more focused on racing. We brought their values into the heart of a cruising yacht.” Oceanis 51.1 by Beneteau was
designed by Olivier Racoupeau and
is the first of the next generation.
The boat has a 2.8m lead bulb keel which reduces weight and hydrodynamic drag
and comes with the option of three different keel types and five rigging plans.
The furling mast, self-tailing jib and all the halyards and sheets on the standard model are brought back to a single
winch at each of the helm stations. The vessel is also fitted with Dock & Go technology to simplify manoeuvring.

Marine News
Constitution finally leaves drydock following restoration
After a painstaking two-year restoration

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

100 hull planks, along with caulking, rebuilding
of the ship’s cutwater on the bow, and the
preservation and repair of the ship’s rigging,
upper masts and yards. Among other tasks,
sailors assigned to Constitution helped the
Navy’s ship restorers replace 2200 sheets of
copper and the felt that is installed behind it. The copper is a defense against shipworms. “It’s an incredible
feeling to be a part of the team to work on Constitution,” said Aviation Ordnanceman Hunter Sensign. “Every day
I came to work and it really sinks in that I’m working on a ship that’s 219 years old.”
Constitution is expected to continue post-docking restoration work before re-opening to the public in early
September. While she is ordinarily at the pier at the USS Constitution Museum in Boston, her commanding officer,
Cmdr. Robert Gerosa, says that at some point she will be seen under way under her own power once more.
Read the story in full online: http://bit.ly/2gsZVqJ
The world’s first fully electric air Record-breaking heavy lift five years in
supported vessel picks up the award preparation but just ten seconds
to execute
BB Green, the world’s first fully electric air
supported vessel by Green City Ferries has been
awarded the ‘electric and hybrid propulsion system
of the year’ at the Electric & Hybrid Marine World
Expo Conference 2017 in the Netherlands.
The fourth annual Electric & Hybrid Marine Awards

took place in Amsterdam where a judging panel
made up of leading international marine journalists,
industry experts and academics, honoured the
world’s finest engineers and innovative products in
the electric and hybrid marine arena. The BB Green
is used as a commuter ferry for up to 99 passengers Much publicity has accompanied the story of Allseas’
on the inland waterways around Stockholm. giant decommissioning and pipelaying vessel
Pioneering Spirit. After a test lift and first commercial
Read the story in full at: http://bit.ly/2wUSOhM removal of Repsol’s Yme platform in the Norwegian
North Sea it has more than passed its first real test
with removal of Shell’s 24,200t Brent Delta platform
topsides. Now details about its part in the record-
breaking lift of this decommissioned oil platform
topside have been revealed by Kotug International BV.
Five years of engineering and study work preceded

the operation yet it took a mere ten seconds for
Pioneering Spirit to lift the topside clear of its jacket.
Read the story in full online: http://bit.ly/2vHGrkD

Marine News Recreational Craft Regulations 2017 now law
On 3 August 2017, the new Recreational Craft Regulations 2017 finally joined the statute book and became law after
much deliberation. This legislation is more generally known as the RCD, or Recreational Craft Directive (2013/53/EU)
and this version updates and repeals the earlier 2004 regulations.
The 2017 regulations follow the requirements of the RCD, while also setting out the UK market surveillance
responsibilities. This essentially relates to what trading standards can and will do to ensure compliance. Their powers
to impose penalties on companies found in breach of the regulations are immense and could result in products
being taken off the market, fines imposed and even imprisonment in some cases.
The RCD sets out minimum technical, safety and environmental standards for the trade of boats, personal watercraft,
marine engines and components in Europe. It covers boats between 2.5 metres and 24 metres. It ensures their
suitability for sale and use in Europe.
Some of the key changes to essential requirements include: Annex I.A.5.1.6. – Deletion of mandatory tank ventilation for all tanks
applicable only to petrol fuel tank spaces
Annex I.A.2.3. Protection from falling overboard and means of re-
boarding – means of re-boarding shall be accessible to, Annex I.A.5.3. Electrical system – changes addressing electric propulsion
or deployable by a person in the water unaided.
Annex I.A.5.5. Gas system – appliance requirement of flame failure
Annex I.A.2.4 Visibility from the main steering position now applicable deleted (covered by gas appliance directive)
to all craft (changed to include sailing vessels)
Annex I.5.8. – Water protection – holding tank / treatment
Annex I.A.3.3. Buoyancy and flotation/3.8 Escape – new wording system requirement
introducing stability assessment for multihulls
Annex I.B – New engine emission limits – alignment with EPA 2010/
Annex I.A.5.1.6. – Kill cord requirement for tiller steered OB engines CARB including test cycles and test fuels
Measure metal thickness through coatings and GRP with one gauge!
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The Multigauge 5300 GRP Thickness Gauge is a simple,

robust ultrasonic thickness gauge for checking the condition of
Glass Reinforced Plastic (GRP). It is supplied as a complete kit
with a 19mm hard faced single crystal probe.
Both gauges have Datalogging versions where measurements

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Performance is the most important feature of our

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What a
MARINE SURVEYOR
NEEDS TO know ABOUT
The growing series of IIMS self help handy guides
“What a marine surveyor needs to know about...” include the titles: Marine Surveying - An Introduction | Imaging Techniques
Small Craft Metal Hulls and Ultrasonics | Working In Enclosed Spaces | Surveying Wood Craft | Small Craft, Ship and Boat-Building Terminology
Yacht and Small Craft Report Writing | Knowledge Management | Dynamicaly Positioned Vessels | Business Management Skills
Small Craft and Superyacht Valuations | Small Craft Engine Surveys | Surveying Metal Craft
Buy online at: iims.org.uk/education/buy-iims-handy-guides

Or call +44(0)23 9238 5223 and pay by credit/debit card
Member News
Conferences, seminars, video The benefits of immersing ourselves professionally

presentations: The most valuable away from the normal work schedule, far outweighs
events for learning the challenges of being away from work for a
short period of time, however we always seem to
By Nick Parkin AffilIIMS convince ourselves that we are too busy to attend
seminars and conferences!
Attending industry conferences and seminars
is a pivotal part of professional growth and “An investment in knowledge always pays the best
development of marine surveyors. interest” Ben Franklin
Not all sources of knowledge are equal!
There are numerous benefits to attending conference
There are two types of knowledge: sessions and seminars, however the most valuable
• Explicit knowledge: Formal, codified and is to hear expert speakers present on thought
typically documented provoking topics and provide the environment and
potential for absorbing tacit knowledge.
• Tacit knowledge: Ideas and experiences that
people have in their minds and are, therefore, To maximize the value of knowledge capture
difficult to access because they are often and transfer from conferences and seminars, it’s
not written down or codified and may not important to consider and create a formal process
necessarily be easily expressed for information capture, synthesis and distribution.
In the field of knowledge management, the concept • Capture the Knowledge: Capture what is being
of tacit knowledge refers to a knowledge which presented using notes, diagrams and multimedia.
cannot be fully codified (written down or encoded).
Therefore, an individual cannot acquire tacit • Synthesize and Formalise the Knowledge: Share
knowledge simply by reading printed matter or and discuss the knowledge and ideas collected
Googling, you need to be exposed to the experiences with colleagues and filter out what’s most useful.
and wisdom of the subject matter expert.
• Capture and share: Have a plan for how you will
With tacit knowledge, people are often not aware internalise the useful ideas, insights, statistics and
of the knowledge they possess or how it can case studies and share these with your colleagues
be valuable to others. Effective transfer of tacit and clients. Specific learnings can be saved in
knowledge generally requires personal contact, your personal knowledge base.
interaction and trust. This kind of knowledge can
only be revealed through practice in a particular The IIMS enables knowledge sharing through
context (transmitted through social networking) or seminars, conferences and YouTube video sessions
by sharing ideas and experiences through seminars, which are all sources of the most valuable from
conferences and video presentations. To some of knowledge (tacit knowledge). IIMS members
extent it is “captured” when the knowledge holder should take advantage these rich offerings to build
joins a network or a community of practice. knowledge, skill and capability.

Member News
IIMS scoops industry award for its education programme
The IIMS distance learning commercial ship and yacht and

small craft education programmes were recently nominated
for an Award in the International Maritime Club’s Golden Shield
Excellence Awards 2017 in the “Leading Maritime Training
Institute” category. And at the ceremony itself on Friday 15
September 2017 at the Lloyd’s Old Library in London, IIMS was
announced as the winner in this category.
Vice President, Capt Zarir Irani and Allen Brink stepped in for IIMS
CEO, Mike Schwarz, to receive the award.
Commenting on this award, Mike said, “After more than 15 years

as a leading provider of distance learning education programmes
in the marine surveying sector, it is remarkable and humbling
to be recognised for the work we have been doing. Whilst one’s
motivation is never to seek an award, rather it is to ensure we
are delivering the best possible content to our students, it is
heart-warming to know that others, independent from our
organisation, should recognise and acknowledge our work; and
we are most grateful.”
About the International Maritime Club:

The International Maritime Club has been serving the maritime industry for over 7 years. The club works for the
conscious and continuous development of the vast maritime industry by acting as a platform where professionals
from various sectors of the maritime industry come together under one roof to exchange knowledge and ideas on
the maritime trade and industry. The membership of the club is limited to 365 drawn from the maritime community.
Kay Wrede made a Fellow for his

Peter Morgan (left) presting to Kay Wrede (right)
contribution to the superyacht
coatings surveying profession
Kay Johannes Wrede, principal of Wrede Consulting, says

that in yacht building there is a solution for any problem,
if you are prepared to think outside the box. As a yacht
surveyor and certified paint consultant, Kay and his team,
based in Hamburg, have been involved in most of the top
200 superyacht projects. It is for his outstanding dedication
and contribution to the superyacht coatings branch of
surveying that Kay has been nominated for his Fellowship.
The award was made to him at the IIMS Conference Dinner
on Monday 11th September. Peter Morgan, IIMS Past
President, and someone who knows a thing or two about
coatings, was invited to make the presentation to Kay.
Engr. Emeraku Ijioma recognised as Fellow

of the Nigerian Academy of Engineering
News has reached IIMS headquarters that IIMS member, Engr. Emeraku Ijioma, who is also
Chairman of the Institute’s Nigeria Branch, has been inducted as a Fellow of the Nigerian
Academy of Engineering on 6th July, 2017. He is the first Naval Architect/Marine Engineer in
Nigeria to be inducted into the Academy. Admittance is by invitation based on the recognition
of an individual’s professional contributions and achievements. It is heart-warming that it came
to a member of the IIMS family. We salute you for your achievements Engr. Emeraku Ijioma.

Member News Recognise the new ‘face’ of the
London Graving Dock and Thames
Shipyards exhibition?
Look closely at the new ‘poster boy’ featured on this

giant placard positioned in the east end of London
to recognise the history and heritage of the London
Graving Dock Co, based in Blackwall since 1617. Yes,
those who know Jeffrey Casciani-Wood HonFIIMS will
instantly recognise his face on the poster. So how did
that come about?
The Thames Festival Trust, a Lottery funded

organisation, decided to put on an exhibition about
the ship and boat building industry on the River
Thames. That industry was once the largest of its kind
in the world. They approached the IIMS with a view to
soliciting help and Jeffrey Casciani-Wood was asked as
the last man to ‘serve his time’ at the Orchard Yard at
Blackwall to help. Jeffrey was interviewed and took the
organisers to see the remains of the yard. He also told
the interviewers some of his boyhood (mis)adventures
whilst he worked at the yard as an apprentice. This
poster was produced to advertise the exhibition.
Together with his eldest daughter, Jeffrey has taken
a history lecture trip down the River Thames in early
September and hopes to write a brief article about that
for the next issue of The REPORT.
Amazing achievement Mog (as he is affectionately

known) and well done from all at IIMS.
Senior Coating Consultant and IIMS member,

Jan Koudstaal, celebrates 50 years in the
paint industry
On September 1st 1967, Jan Koudstaal started in the

paint industry when he was just 18 years young as an
assistant manager/ calculator at a blasting and painting
company. In the following years, Jan worked in several
functions at (among others) Sigma Coatings and
International Paint Benelux. His specialty became tank
coatings and corrosion protection.
From 2006, he travelled the world for CCS Coating

Consultants for Superyachts as senior coating
consultant and Technical Manager. Jan has contributed
a lot to the superyacht industry for his involvement
in setting the standard for Acceptance Criteria, acting
as an expert witness, being the (co)writer of the RMCI
course and several ISO standards.
Paul Bournas, Managing Director of CCS says, “Jan has so much passion for paint and superyachts. He is a
professional in heart and soul. He is a great consultant with a huge knowledge of paint and defects.”
Jan officially retires in April 2018 when it’s time for other things, especially spending time with his family.

Member News
Large Yacht & Small Craft Working Group 13.15 Lunch
‘Super’ Training Day November 14.00 Paul Winter – Winter & Co Ltd
(topic to be confirmed)
Join IIMS for its LYSCWG ‘Super’ training day on 14.45 Tim Jennings, Akzo Nobel – How to spot
Monday 13 November either in person or as an imperfections in coatings and the
online delegate for a great day’s training. equipment to do it with, a practical session
16.15 Business management skills
The venue for the event is the Spindle Room, by Mike Schwarz
Building 1000, Lakeside North Harbour, Western 16.45 Close
Road, Portsmouth PO6 3EN. This is ample free
parking on site. Lunch will be served and is The training event will be broadcast by video
included in the cost. conferencing for distant delegates, or those unable
to travel to Portsmouth.
(Provisional schedule and maybe subject to change.)
The cost of the day is £120 (non IIMS members £125).
09.00 IIMS update by Mike Schwarz, IIMS CEO 5 CPD points are awarded to those who attend and 3
09.35 Surveying large yachts by Simon Burt, points for those who join as an online delegate.
Winterbothams
10.30 Coffee Thanks to Tritex NDT Ltd and Winter & Co Ltd for
10.45 Report writing refresher by John Excell their generous support of this event.
11.45 The latest thinking from Tritex NDT gauges
by Jon Sharland To reserve your place at this event either email
12.15 The Boat Safety Scheme – what it is and Cathryn Ward on education@iims.org.uk or call
what we know by Graham Watts her on + 44 (0) 23 9238 5223.
IIMS publishes three handy guides about insurance damage surveys
IIMS has just released three new handy guides for sale on the subject of insurance damage surveys. The series
of ‘What a marine surveyor needs to know about’ now boasts sixteen titles in total following the launch of these
new handy guides, all of which have been written by the doyen of marine surveyors, Capt Barry Thompson.
Although there is a common theme running through the series of the handy guides, each is bespoke
for different parts of the sector. But as Barry Thompson himself says, “If a surveyor receives a request to
carry out an insurance claim survey, its purpose is still fundamentally the same as with most surveys – to
investigate and provide the facts relating to the incident and then report his findings. In his enquiries he
uses his knowledge and experience to consider the facts and evaluate them to assist in establishing the
cause and to determine the best means of minimising the loss.”
The principle aims of the three guides is to convey both

the basic requirements and the special ones, and to help
the surveyor to become conversant with the customary
protocols surrounding surveys for insurance claims. A
surveyor’s lack of knowledge of the marine insurance
sector should not be a cause for concern, or restraint in
accepting an instruction to carry out a survey which may
become concerned with an insurance claim.
The new titles are:

Insurance Damage Surveys (Commercial Ships, Hull & Machinery)
Insurance Damage Surveys (Cargo Claims)
Insurance Damage Surveys (Yachts, small craft and workboats)
The three handy guides are priced at £20 each plus post and packing and are available directly from the IIMS web
site. For details of how to purchase one or more of these guides, or other titles in the ‘What a marine surveyor
needs to know about’ series, click here: https://www.iims.org.uk/education/buy-iims-handy-guides/

Member News
IIMS Certifying Authority autumn training and notes to enable a WB2 form to be
day tackles workboat coding completed on the second day
12.45 Lunch break
The IIMS Certifying Authority has put together 13.45 Regroup to continue coding survey – groups
what promises to be an informative and valuable to switch between Mike and Fraser at an
two day programme on 20/21 November 2017. The appropriate time
programme is relevant to coding surveyors who 16.30 Close for the day
currently survey workboats, but is equally likely to 19.00 Group dinner for those who want to join at a
appeal to those wanting more knowledge in this local venue
crucial and growing area. This event is a mix of hands
on surveying coupled with classroom based training Tuesday 21 November
with informative presentations to conclude day two. Classroom based training will take place at Dartside
Quay, unless numbers are beyond OTSs capacity, in
IIMS is especially grateful to Mike Proudlove MIIMS which case a nearby venue will be booked for the
(and his colleagues), who have agreed to host this second day.
special workboat themed training event at his place
of work, Offshore Turbine Services Ltd (OTS). The 09.00 Work in small groups (depending on
OTS yard is located at 3 Maypool Building, Dartside numbers) to compile the WB2 form
Quay, Galmpton, Nr Brixham TQ5 0GD. OTS operates followed by coming together as one
a fleet of fast, versatile vessels that transport group to go through the completed
technicians, cargo and fuel to offshore work sites forms, highlighting areas of disagreement,
and installations. Their Integrated Management followed by discussion and agreement
System ensures quality, safety and the protection of 12.45 Lunch
the environment in all that they do. OTS is ISO 9001 13.45 Continuation of WB2 form work
and ISM Code accredited. 15.00 Speaker 1: SAN 75 – Dangerous Goods
and Fuel Transfer
Mike and his team have arranged to have one of 15.45 Speaker 2: Hydraulic pumps and crane
their fast crew transfer vessels from their fleet out of installation. Crane inspection and related
water in readiness, so that delegates can undertake stability.
a mock coding survey, before completing the WB2 16.30 Close
form required to gain MCA code compliance on day
two. Mike and Fraser Noble will host and monitor The cost of attendance for both days in person is
the two working groups on the first day. £190 to include lunch on both days. Dinner and
accommodation is at own cost. The second day
The agenda, which is subject to change, is as follows: only will be available to view online at a cost of £95
via zoom online conferencing. 5 CPD points are
Monday 20 November awarded to those who attend and 3 points for those
10.00 Meet up at Dartside Quay for initial briefing who join online.
10.15 Split into two groups (depending on
numbers) to start the coding survey on the To reserve your place either Tania Bernice at ca@
vessel compiling the necessary information iims.org.uk or call her on + 44 (0) 23 9238 5223.

Member News
IIMS Continuing Professional Development App tops 1,000 points claims
Launched in February 2017, the IIMS Continuing Professional Development (CPD) App has just notched up its 1,000th
claim for points from members. Over 300 individuals have used the CPD App since its inception with more than 100
IIMS members having now accrued their required 10 points for the year.
But as IIMS Chief Executive Officer, Mike Schwarz, says, “We still have work to do to engage with the hundreds of
members who have yet to try the CPD App and to claim their points. With technology constantly changing and new
skills being required, it is vitally important that IIMS members continue to keep themselves current in the market place.
The CPD App helps to do that.”
The innovative CPD App was developed by IIMS member, Capt Ruchin Dayal of eDot Solutions, and his Goa based
programming colleagues. There are versions for the iOS, Android and web based platforms. The App is quick and
easy to use, praised by many members who have used it to date it for its effectiveness and simplicity. Aesthetic
modifications and new functions were added to Version 2, which was released in June.
At the recent London Conference Dinner, Michelle Fernandes and Richard Fernandes, the key architects and
programmers on this innovative project were recognised by IIMS Chief Executive Officer, when he presented a framed
certificate to each of them.
IIMS CPD Compliant roundel is revealed
The IIMS Management Board spent some time earlier this year considering how to
reward those members who successfully complete and acquire their 10 points for
this calendar year to keep their Continuing Professional Development up to date.
Remember, the system changed back in January from a three-year cycle to a one
year calendar cycle. Points are now claimed by using the CPD App either in iOS,
Android or web based versions.
The reward is the addition of a special CPD Compliant roundel, which will be applied to
the IIMS web page listings of those members who qualify with effect from January 2018.
You have until 31 March 2018 to claim your points for this year via the App to qualify.

Member News eCMID Accredited Vessel Inspector
scheme reaches 300
Launched by the International Institute of Marine

Surveying’s (IIMS) subsidiary, the Marine Surveying
Academy (MSA), on behalf of the International
Marine Contractors Association (IMCA) in June
2015, the eCMID Accredited Vessel Inspector
(AVI) scheme has reached the milestone of 300
successful accreditations.
Three day IIMS and eCMID
Singapore seminars 2017 report In response to a call from vessel operators in
the offshore industry, the scheme was primarily
IIMS organised a successful three day seminar and designed to objectively assess an Inspector’s
training programme that took place at Hotel Jen in skills and competency against a range of specific
Singapore from 31 July to 2 August 2017. vessel types and their suitability to board and
inspect them. The result is a scheme that has
The event attracted around thirty people on each proven to be robust and flexible, recognising the
of the first two days and over twenty for the eCMID highly responsible inspection work that these
AVI validation course on the third day. Many of those professionals undertake.
who attended were not IIMS members and it was an
opportunity to reach out to others in the maritime AVIs are subject to intense scrutiny by Assessors
world to talk about what IIMS does. and must complete a one-day validation course too.
Once accredited, an AVI is granted a unique number
Mike Schwarz, IIMS Chief Executive Officer, opened and is listed on the eCMID AVI web site – see
proceedings on the first morning by welcoming http://www.ecmidvesselinspectors.com.
guests with words from President, Adam Brancher
and the management board too. He gave an overview The scheme continues to grow in stature. Three
and update on the activities of the Institute. In his ‘heavyweights’ have declared their support in recent
short second presentation, Mike spoke passionately months, namely Vattenfall, Siemens and DONG
about surveyor standards and the need to raise the Energy. All have publicly said they will only use AVIs
bar in the surveying profession around the world. as part of their future inspection/audit regime.
Capt Zarir Irani tackled the subject of ‘Every warranty Commenting on this milestone, IIMS Chief
surveyor’s knowledge based toolkit’ in what was a Executive Officer, Mike Schwarz, said, “I take
well thought out and stimulating presentation. He a great deal of pride knowing that we have
was followed to the podium by Rama Chandran, Head been instrumental in developing a world-class
of Marine, QBE, Singapore. Rama held the audience’s accreditation scheme fit for and acceptable to the
attention speaking on the topic of ‘What we need offshore industry.”
from marine surveyors in a challenging hull insurance
landscape’. He revealed some alarming figures about Hilary Excell, who manages the project for MSA,
the size and volume the hulls claims, which led to added, “The scheme goes from strength to strength.
some intense debate and discussion. Although we could not have launched it at a worse
time right at the start of the downturn in the
After lunch, veteran Thailand based surveyor and offshore sector, the progress has been pleasing. We
the publisher of Spotlight, Mike Wall, talked about continue to develop the eCMID AVI community and
‘The Technical Library – An Essential Tool for Marine expect an upturn in applications given that from 1
Surveyors’. He spoke about the need for an extensive January 2018, IMCA will only allow AVIs to access
library and how to store its contents with some tips the eCMID and eMISW database.”
on the sort of publications and information that
should be on the shelves or in the PC hard drive.
Capt Hari Subramaniam, Loss Prevention Manager,

Shipowners P&I Club, kept the audience entertained
in his usual style when he spoke on the subject of
‘Marine Surveying: Today and Tomorrow’.
Videos of the presentations can be found at:

https://www.youtube.com/c/MarineSurveyingIIMS

IIMS 2017 London
Conference Report
Once again, the Institute returned to the

splendid 1930s, art deco style, Regent’s
University in the heart of Regent’s Park
in central London for its Conference.

In his opening address, IIMS CEO, Mike Schwarz, said
IIMS 2017 London Conference Report Mike Schwarz
how saddened he was that numbers attending this year
were significantly lower than the previous few years.
Mike introduced a welcome video message delivered by
President, Adam Brancher, who had been unavoidably
detained in Australia on business. In his address, Adam
challenged members to reach out and mentor one
younger surveyor, bringing them into the Institute’s
family. He said that “our cohort is stronger if we are more
people”. He went on to declare the Conference open.
Mike Schwarz spoke about the many initiatives that

are underway at IIMS this year, stressing it has been a
productive and progressive year to date. He also took
the opportunity to scope out some of the plans for the
medium term future of the organisation. In particular,
he spoke of the need to reorganise the head office
structure following the departure of Financial Controller,
Vicky Lawrence and then singled out the recently
launched Continuing Professional Development App. He
announced that from January 1st 2018 those who had
successfully acquired their CPD points allocation of ten
in this calendar year would be rewarded by the addition
of a CPD Compliant roundel on their member listing on
the IIMS web site. Members, he said, would have until 31
March 2018 to obtain the required number of points for
Next to speak was Jennefer Tobin from this year to qualify.
ID2. A formidable lady with extensive
experience in the shipping industry over
many years, she talked about the use of
technology to gather and interpret data.
Dr Phil Thompson, MD of BMT Ship &

Coastal Dynamics, introduced delegates Jennefer Tobin
Dr Phil Thompson
to the Rembrandt software, which is
used to simulate shipping accidents and
collisions using real data. He showed
a video of two ships set on a collision
course accompanied by the
actual dialogue from both
bridges immediately prior to
the impact, which made for
sobering viewing.
Capt
The next speaker, IIMS Vice Zarir Irani
President, Capt Zarir Irani, Karen Brain
discussed the topic of flag
state inspections and defined
where the commercial
opportunities could be
identified for surveyors.
Karen Brain, Matrix Insurance

Services, tackled the complicated subject of what constitutes
a surveyor’s duty of care in her usual, thorough style. She
referred to historic case law to make her point and it was
certainly thought provoking content. Karen has extended the
theme of her presentation into an article, which can be found
elsewhere in this issue of the Report Magazine.

IIMS was most grateful to Jukka Kuuskoski from
IIMS 2017 London Conference Report

Norsepower, who flew in especially from Finland
to speak about rotor sail propulsion technology, a
fascinating topic which engaged the audience.
The final speaker on the first day was Capt Nigel

Moniz. The theme of his presentation was large
ship collision claim study and reviews and insurers’
expectations of the surveyor, a subject which he
delivered in a confident manner.
Jukka Kuuskoski
Later that evening, delegates and guests assembled
at what turned out to be an inspirational choice of
venue, the Churchill Cabinet War Rooms, set beneath
Capt Nigel Moniz Westminster in the heart of London. Churchill’s secret
war time bunker made a fabulous backdrop for the
event. The guest speaker was Commander Graham
Hockley, Royal Navy and Secretary to the Corporation
of Trinity House. He spoke eloquently about the work
and charitable efforts of Trinity House, mixed with a
few amusing anecdotes. To conclude proceedings,
Mike Schwarz took to the podium. In his address he
spoke about the innovation currently abounding in
both the small craft and commercial ship arenas. He
also presented a Fellowship award to Kay Wrede, who
has been recognised for his dedication and expertise in
the field of superyacht coatings. Further presentations
were made to the eDot team to mark their efforts
in developing and delivering the IIMS CPD App. The
cuisine was excellent and the evening was voted a
success by all who attended.
Mike Schwarz
Commander
Graham Hockley

Day two dawned with a bright and early start. Delegates were faced with a diverse choice of technical
IIMS 2017 London Conference Report workshops and the audience split 50/50 between the two rooms.
First to speak in the Tuke Common Room was Capt Zarir Irani, who had stepped up to fill this speaker
slot at short notice. His topic this time? “Facts not Assumptions” – an independent surveyor’s report,
the content of which proved to be self-explanatory and was well delivered.
Mike Proudlove gave a powerful and authoritative presentation on the subject of the challenges
faced when surveying one of the latest generations of wind farm fast crew transfer vessels. These
complex vessels demand careful inspection and Mike gave a detailed insight into how to approach it.
Mike Proudlove
Capt Zarir Irani
Last to speak in this room was Mike

Lewus from the British Stainless
Steel Association. His presentation
entitled ‘Corrosion of stainless steel
in marine applications: Factors Mike Lewus
that influence performance’ was
delivered by someone who knew
his subject and was devoured by
delegates. It may be of interest to
readers to know that they can see
and hear Mike again. In January
2018, IIMS is engaging him to lead
a full one day’s programme on this
subject. Watch out for details soon.

Meanwhile over in the

adjacent Tuke Cinema,
a range of further,
excellent presentations
were unfolding. Mike
Schwarz delivered a short
presentation that offered Alessio
19 tips for business success. Gnecco
He was followed by the
erudite Italian surveyor,
Alessio Gnecco, who
gave a very personal and
fascinating account of a
major project he had been
instrumentally involved
with last year - raising the
floating dock Mediterraneo
in Livorno, Italy.
Richard Jennings, a Richard

Technical Manager from Jennings
Akzo Nobel and qualified
Registered Marine
Coatings Inspector, was
the next to present. He
talked effectively about
coatings and what is
the responsibility of
the inspector, keeping
the audience engaged Peter
through his presentation. Solvang
Peter Solvang, an
accredited eCMID
vessel inspector and
something of a specialist
in dynamic positioning,
gave a comprehensive
introduction to another
specialised area of
the marine surveying
profession. He introduced
the different types of DP
vessels to delegates and
with clarity told them
the sort of questions that
should be asked and
what to look for when
surveying a vessel fitted
with a DP system.
10 videos from the conference

presentations have been made
and are available to watch at:
https://www.youtube.com/c/MarineSurveyingIIMS

The IIMS Annual General Meeting

The 2017 AGM was held at the Tuke Cinema,
Regent’s University on Tuesday 12 September.
Around 30 members joined members of the
management board for the meeting.
Two votes were taken by those present who
were entitled to vote. The current management
board was voted back in en-bloc. The motion
to impose a modest increase on the annual
membership fee was also carried.

Surveyors beware
the perils of
undertaking valuations
As most of you will be aware, 15 months passed by and the When the surveyor argued this
it’s standard practice to owner of the vessel, for which they point, citing that the insurance
issue valuations either as had paid £34k, decided to follow company had agreed that there was
standalone documents or as the surveyor’s recommendation no basis for a claim he was informed
part of a survey report. and have the boat shot blasted that it was in fact the valuation that
and painted. After extensive shot had been the issue despite having
We have long been under the blasting, it was discovered that been just the surveyor’s “opinion”.
impression that if we as a surveyor the vessel had more significant
issue a letter of opinion that pitting than was first thought. As a result of this revelation the
we are protected from claims The owner initiated a claim surveyor contacted a barrister to
as a result of discrepancies or against the surveyor for negligent find out if this was correct and,
unseen circumstances. However, misstatement. The surveyor in indeed, why so. The barrister’s
it would appear that this belief is question immediately notified response was as follows, “A person
misplaced and this will have far his own insurance company and or business can be sued in respect
reaching consequences among the sent them a copy of the report. of the provision of any professional
surveying profession. After detailed inspection it was services as the surveyor would
decided that the surveyor had have owed a duty of care to the
Allow me to explain the situation. adequately covered himself in his client. There is no immunity when
report, having noted the pitting providing valuations subject to the
A survey was carried out on a and included sufficient caveats to surveyor’s terms of business.”
narrowboat, during which some protect himself. Further to this, it
pitting was noted and subsequently was confirmed by the yard that Obviously, this response means
reported on and that the base there had been so many coats of that the surveyor’s insurance would
plate was very rough and it was paint on the hull that it would have indeed have to settle the difference
nigh on impossible to ascertain its been impossible for the surveyor in the values less the surveyor’s
condition; but it was also stated to ascertain the extent of pitting deductible. This is something that all
that the surveyor could not see the beneath them. surveyors should be made aware of.
whole surface of the boat unless
it had been shot blasted (standard The insurance company’s surveyor
caveat) as there may, or may not then inspected the vessel and
have been further pitting behind decided that a value of £10k was
the coatings. It was recommended now appropriate due to the current
that the vessel be shot blasted and condition of the hull and that it
the hull checked within 18 months. would be in the surveyor’s interest
The purchaser was happy with the to settle the claim as quickly as
survey report and agreed to pay possible to prevent a build of costs.
GBP £34k (an asking price of GBP
£37k was believed to have been
quoted) on the basis of the opinion
given by the surveyor. BY Elliott Berry MIIMS

Can you objectively measure
hull and propeller performance?
The new ISO 19030
standard explained
AkzoNobel, a well-known international
organisation who were heavily involved in helping
to develop the new ISO 19030, has given this
overview to The Report magazine about this new
standard, launched late in 2016...

“Many of the customers in the
maritime industry are confused
by the various promises from their
suppliers regarding potential fuel
savings. AkzoNobel is committed
to deliver transparency and
choice in hull coating selection
and performance. AkzoNobel has
played an influential role in the
development of all parts of the
new ISO 19030 standard which
was launched in November 2016.
In particular ISO 19030 Part 3 that
is founded on a tiered system of
potential methods for monitoring
hull performance, including noon
report data collection.
The ISO 19030 standard

consolidates the latest academic Information below reprinted from The ISO 19030 series consists of
and industry knowledge regarding the ISO website. See: three parts.
a standardised method to measure https://www.iso.org/obp/
the performance of a vessel ui/#iso:std:iso:19030:-1:ed-1:v1:en — ISO 19030-1 outlines general
through the water. As a global principles for how to measure
standard, ship owners and other Introduction to ISO 19030 changes in hull and propeller
interested stakeholders can now performance and defines a set of
apply this for measuring hull Hull and propeller performance performance indicators for hull and
performance of their vessels. refers to the relationship propeller maintenance, repair and
between the condition of a ship’s retrofit activities.
Intertrac Vision, AkzoNobel’s underwater hull and propeller
patented big data consultancy tool, and the power required to move — ISO 19030-2 defines the default
the only system in the industry the ship through water at a given method for measuring changes in
that predicts performance, is also speed. Measurement of changes hull and propeller performance and
ISO 19030 compliant. By applying in ship specific hull and propeller for calculating the performance
the new ISO-standard you are performance over time makes it indicators. It also provides guidance
guaranteed to receive an objective possible to indicate the impact of on the expected accuracy of each
assessment of the incremental hull and propeller maintenance, performance indicator.
benefits of the various antifouling repair and retrofit activities on the
coatings technologies in the overall energy efficiency of the ship — ISO 19030-3 outlines alternatives
industry together with how much in question. to the default method. Some will
emission savings and carbon credits result in lower overall accuracy but
can be generated. The aim of the ISO 19030 series is increase applicability of the standard.
to prescribe practical methods for Others may result in same or higher
In several customer meetings measuring changes in ship specific overall accuracy but include elements
recently, we were asked ‘Can you hull and propeller performance which are not yet broadly used in
explain the ISO-standard for us? and to define a set of relevant commercial shipping.
What does it mean for us? Keeping performance indicators for hull
this is mind, we have developed a and propeller maintenance, repair The general principles outlined, and
simple infographic which presents and retrofit activities. The methods methods defined in the ISO 19030
a straightforward overview of are not intended for comparing series are based on measurement
the new standard in an easy to the performance of ships of equipment, information,
understand visual. This will help different types and sizes (including procedures and methodologies
anyone who wants to understand in sister ships), nor to be used in a which are generally available and
simple terms what this standard is regulatory framework. internationally recognized.
all about.”

Assessing the opportunities
for marine surveyors in the
fast growing energy sector
The Offshore Wind and Renewables sector is growing
exponentially. It’s a fact. What are the opportunities for
marine surveyors in an industry that is already shifting
from North America and Europe to many other parts of
the world? Mike Schwarz sets out to see what he can
discover with other contributions from Mike Vanstone
and Mike Proudlove following.
Offshore Wind and

Renewables Sector
Until recently, the offshore wind and The coming pages have been Now I am no expert in this sector by
renewables sector was relatively specially commissioned by the any means, but I am learning fast.
low key. Well as a member of the Report Magazine to try and Recently a colleague and I attended
public we knew a bit about it of give a flavour and insight into the Offshore Wind Energy 2017
course and many of us in the UK and what is happening, the rapid exhibition, (hosted by WindEurope
continental Europe will have noticed rate of expansion and to give and RenewableUK), held at the Excel
an abundance of giant turbines some pointers as to where exhibition centre in east London.
springing up, both on land and opportunities might lie. What is And what an eye-opener it proved
offshore at sea. Clearly something clear is that many of the vessels to be. The show was big and the first
was afoot! But almost by stealth, operating in this field have special day’s press conference attracted the
this market sector seems to have and unusual characteristics being energy ministers from the German,
burst into life and is providing both at the cutting edge of technology Belgian and Danish governments, all
new and sustainable jobs as well as that a surveyor will need to get to of whom spoke eloquently at a press
potentially untold and exceptional know and understand. But don’t conference. That made me think
opportunities for marine surveyors, let that put you off! there really is ‘something in the air’
especially entrepreneurial ones. here – something big.

The show held a number of seminars breaking new boundaries at regular The sharp divergence of views about
running concurrently covering topics intervals, but one that is set to run the outlook is a reminder that these
such as ‘Improving planning of and run and grow fast. Wind has forecasts are well-informed estimates
offshore wind farms and coexistence been a source of power and energy rather than infallible predictions. Oil
in increasingly busy seas’, ‘Making since the dawn of time; but it seems companies argue the advantages
floating wind energy commercially now, more than ever before, that of fossil fuels, including high energy
competitive’ and ‘Making the most we are set to harvest the wind like density, ease of storage, flexibility
of synergies between oil and gas never before. and cost, means they will continue to
and offshore wind’. Fascinating and dominate the energy landscape for
enlightening stuff – and it really was! decades to come.
What we know so far
As I dug around for information, it Ethan Zindler, analyst at BNEF, said
quickly became clear that this sector The plunging cost of wind and solar “Given the rate of change that we
is complex. Who owns what for power means they will be cheaper have already seen in the power
example? Auctions are taking place than coal fired production in many sector, to assume a status quo
for plots of seabed, but why? Who countries within five years. Wind scenario is a risky forecast.”
leases what and to whom? What and solar will provide a third of the
type of specialist vessels are being world’s electricity in about 25 years, a Over the past nine years, the cost of
constructed and coming in to service leading analysis firm has predicted. wind power has dropped by 71 per
the sector – heavy lift, jack-ups and cent, and solar by 83 per cent in the US.
fast crew transfer vessels being just Bloomberg New Energy Finance
three examples? Who are the vessel predicts that by 2040, 34 per cent of
operators and what are their needs
from a survey regime perspective? And
the world’s electricity will come from
wind and solar power, up from 5 per
So where next?
most importantly for me, where does cent today. By contrast, Exxon’s most Australia, USA, Mexico and India
the marine surveyor fit it to all of this? recent forecast is that all renewable are all working hard to develop
It is still not abundantly clear either. sources, excluding hydro power, their interests in this field, but it is
will provide just 11 per cent of the perhaps Asia that is set to see the
This still has the feeling of a brand world’s electricity in 2040. next big growth.
new, vibrant industry that is

Asia Wind Energy Association One of the challenges has been how • 12.5 GW of new wind power
launched in Singapore to handle installations in deep water capacity was installed and grid-
Executives from the wind energy sites. However that now looks set to connected in the EU during 2016.
sector have banded together to set change with the latest developments
up an Asian industry association in surrounding the world’s first floating • Renewable energy accounted
Singapore to promote the growth offshore wind farm in Peterhead, for 86% of all new EU power
of wind energy in the Asia-Pacific Scotland just going live now. installations in 2016: 21.1 GW of
region. The Asia Wind Energy a total 24.5 GW of new power
Association (AsiaWEA) will coordinate Hywind by Statoil is a unique offshore capacity.
international policy, communications, wind technology. The concept has
research and analysis, and will also been verified through six years of • With almost 300 TWh generated
offer networking and learning successful operation of a prototype in 2016, wind power covered 10.4
opportunities throughout the region, installed off the island of Karmøy in % of the EU’s electricity demand.
including North-east Asia, Australia Norway. Hywind with its simplicity in
and New Zealand. design is competitive towards other • €27.5 billion were invested in
floating designs in water depths of 2016 to finance wind energy
“The market is actually growing quite more than 100 metres. development.
rapidly in the different countries (in
Asia) but there’s no one platform Welcoming Statoil’s Hywind A quick search on Google reveals
where developers, equipment development in the Peterhead some headlines that make for
suppliers and financial institutions project, Scotland’s Deputy First interesting reading and give a
can come together”, unlike in the US Minister John Swinney says: glimpse into the magnitude of what
or Europe said Edgare Kerkwijk, one “Hywind is a hugely exciting we are dealing with:
of the association’s founders. project – in terms of electricity
generation and technology Record year for Australian renewable
The association will be based in innovation. The momentum is energy in 2016 finds new report
Singapore despite the lack of wind building around the potential for
energy in the country as there are floating offshore wind technology Concrete for taller wind turbine
many players that have their regional to unlock deeper water sites”. towers passes tests and could help
headquarters here. While China expand wind energy sector
has the largest wind sector within Some eye watering statistics on the
the Asia-Pacific, the market there is growth of the European sector World’s first floating offshore wind
quite “mature and saturated”, and farm in Scotland set to open up deep
most of the market opportunities • In 2016 wind was the largest water sites
lie in countries such as Vietnam, destination for power sector
Drop in wind energy costs adds
Bangladesh, the Philippines and investments. A total of €43bn was
pressure for government rethink
Taiwan, he added. raised for the construction of new
wind farms, refinancing operations, Hundreds of US mayors endorse
Taiwan has Ambitious plans project acquisitions, and public switch to 100% renewable energy
Taiwan plans to invest 684 billion market fundraising. by 2035
New Taiwan dollars ($22.7bn) as part
of the nation’s 8 year plan to boost • New asset financing for wind Mersey feat: world’s biggest wind
wind generated electricity to 4,200 power projects reached turbines go online near Liverpool
megawatts (MW) by 2025. Taiwan’s €27.6bn in 2016 with a
Ministry of Economic Affairs (MOEA) record breaking €18.2bn in You get my gist?
has released details of the country’s offshore wind. Onshore wind
8 year green energy development investments dropped by 5% to The numbers are gigantic, the sector
plan, which aims to completely €9.4bn, the first decrease in five activity intense and seemingly
phase out nuclear power plants by years. The UK was the biggest only likely to grow exponentially.
2025. To meet this ambitious goal, market in 2016 with €12.7bn What this means directly for marine
Taiwan plans to increase the share raised for new onshore and surveyors is unclear; but one thing
of renewables in the nation’s power offshore projects. I do know is that the proliferation
mix from 4.8 per cent to 20 per cent of offshore wind farms in Europe,
over the next 8 years. At the same • Europe installed 12.5 GW of gross North America and soon to be seen
time, the country will decrease additional wind capacity in 2016. in Asia too, means more specialist
reliance on coal power plants from With a total installed capacity vessels working at sea to create the
45.4 per cent in 2016 to 30 per cent of 153.7 GW, wind energy now installations and to be service and
by 2025. MOEA will invest a total of overtakes coal as the second maintain them regularly once the
$22.7 billion to increase electricity largest form of power generation work is complete. This is a sector that
generated from offshore wind farms capacity in Europe. an ambitious and entrepreneurial
to 3,000 MW by 2025. marine surveyor should not neglect.

Developing Vessel Inspection
and Accredited Vessels Inspectors
in Offshore wind: A new player
on the “offshore block”
Captain Mike Vanstone went to sea in 1976 in various
commercial trades, then offshore into the Oil and Gas
Industry in 1989 and having worked for an international
marine consultancy has been working within the wind
industry since 2010. He is now the Head of Offshore
Logistics & Marine Operations at Vattenfall Offshore BY Capt Mike Vanstone
Wind. Vattenfall Offshore Wind is a division of Vattenfall Marine Operations and Technical
the Swedish power generation company with offshore Manager, Maritime Operations
wind farm operations across Europe. Department, Vattenfall
James
On a daily basis, the offshore wind
sector can operate a wide range
of differing vessels, jack ups and
barges across its operations. This
activity takes place during the
Fisher
initial installation and continues
with power generation over the
life cycle of the individual wind
farm. This life cycle is around 5
years from planning to installation
offshore followed by a further 20
to 25 years from installation for
power generation before the final
decommissioning. Each area of
the offshore wind farm life cycle
operation has its unique marine
and logistical requirements
supported by a wide range of
associated vessel types and
supporting technologies. These
offshore vessels have many and
various technical complexities. In
most cases within the wind sector
they have had to be developed to
address specific marine challenges
and are therefore at the forefront
of new technologies within the
sector. Marine vessels have also
required greater development to
Photo reproduced with kind permission of James Fisher & Sons UK (Marine Services Worldwide) address larger and greater numbers
of wind turbines being installed

further offshore in deeper water. capability to maintain maximum This report was the first of its kind
More recently installations are power generation at lowest costs. in this format and showed the three
now underway of the first floating Vessels attending multiple locations main areas of notified incidents. Of
turbine structures. in a day will play a very significant these notified incidents, 237 of these
part in this overall process. occurred during marine operations
These innovative developments and this was one of the three top
will allow quicker and more areas of concern. These marine
effective installation and operation Offshore incidents: The catalyst incidents were split with 151 across
of the turbines as well as faster for action and change construction sites and a further 83
and more efficient deployments occurring during generation (O&M).
of maintenance personnel to the It is well understood that offshore The remaining 4 incidents were
offshore structures. Wind power logistics and marine operations during survey activities. It was found
generation in the offshore sector have a high risk profile given that that of these incidents recorded
is, by comparison, a relatively new these are completed in one of 167 or some 43% occurred during
method of energy generation. The the most hostile environments. It the marine operations of personnel
specific demands and requirements has been recognised from the oil transfer to the turbine (an operation
the offshore wind sector has created and gas industry that the wind particularly unique to the wind
requires precise offshore strategies farm sector can equally become sector). A further 31% occurred
to deliver effective solutions that exposed to such risk as well as during maritime operations of
meet the stakeholders’ expectations actions and activities completed various types and a further 23 %
of CAPEX and OPEX costs at by third parties on its behalf. during vessel operations. Of the
generated power cost acceptable In the past, such actions have total notified incidents 62% were
and competitive to market forces. resulted in marine incidents and subsequently classified as near miss
accidents resulting, on occasions, while a further 15% were identified
In recent times, it is not uncommon in the total constructive loss of a as hazards. Overall the notified
for installation locations for the vessels and risk to the safety of incidents resulted in 13 lost days
wind turbines to be in the hundreds the crew and industrial personnel as well as the associated personnel
for a single project. There is also who work offshore. It therefore costs, costs to installation and/or
a requirement for supporting remains the responsibility of generation due to delay and lost
infrastructure comprising of sub the wind farm operator that the generation. The other two areas of
stations, infield array cables and most suitable and safe vessels concern were lifting operations with
cables to the shore and then are used during offshore marine 143 incidents of which 24% occurred
over land to the main power grid operations and these assurances on the vessels. Operating plant and
connections. Servicing of the wind should be confirmed prior to any machinery, the third area of concern,
farm to maintain optimal efficiency charter period commencing. The comprised 134 operations mostly in
and maximum power supply output primary requirement is that the relation to turbine activities. It was
requires significant organisation safety and protection of offshore apparent for all that this situation
and also very efficient and effective personnel working is maintained, and, in particular within the marine
vessels, jack up rigs with crane local environment and wildlife are operational area, could not continue
capacity and small fast moving protected while the continuous and required to be addressed
crew vessels. The business strategy operational integrity of the quickly to both reduce the overall
and supporting offshore logistics wind turbines and associated rate of incidents while seeking
planning plan needs to maximise infrastructure is achieved. improvements in vessel safety an
efficiency of the supporting vessel to effective marine operation.
maximise turbine power generation G+, The Offshore Wind Health and
while carefully protecting the Safety Association (previously Vattenfall as a responsible wind
safety of the vessels and personnel G9) comprises the world’s largest farm owner addressed this
involved. A single failure or offshore wind developers who have situation directly. Rather than being
breakdown of a vessel, an incident come together to form a group reactive, Vattenfall has become
on board, or a failed delivery on time that places health and safety at preventive for the benefit of all
can be very costly to both personnel the forefront of all offshore wind the stakeholders engaged in the
concerned and to the effective activity and development. The G9 offshore activity. Incidents and
running of the offshore operation. in cooperation with the Energy accidents are obviously undesirable
The challenge is to, so far as Institute issued a 2014 incident for the individuals concerned but
possible, de-risk the many complex data report which addressed also have a considerable effect on
vessel movements, engineering and assessed the incidents and costs and schedules of wind farm
operations and general marine accidents that were notified in 2014 development and operations. These
activities. The effective and safe across the wind industry sector. *1 additional costs and delays can
management of all offshore logistics adversely affect personnel safety
operations is therefore an essential *1 G9 Offshore wind health and safety and morale but also the overall
part of the overall supply chain and association - 2014 incident data report long term business case if allowed

Hazards 15 %15 %
Hazards Maritime operations
Maritime 31 %31 %
operations
NearNear
hits 62
hits%62 % Transfer by vessel
Transfer 43 %43 %
by vessel
Hazards 15 % Maritime operations 31 %
First aid
First7aid
%7 % Vessel mobilisation
Vessel 3%3%
mobilisation
Near hits 62 % Transfer by vessel 43 %
Medical tr eatment
Medical injuries
tr eatment 8 %8 %
injuries Vessel operation
Vessel 23 %23 %
operation
First aid 7 % Vessel mobilisation 3 %
Restricted workwork
Restricted days days
2% 2%
Medical tr eatment injuries 8 % Vessel operation 23 %
Lost work days days

6 work
LostRestricted
work % 6 days
% 2%
Lost work days 6 %
Marine operations
Marine – incident
operations consequence
– incident consequence Marine operations
Marine - work
operations process
- work breakdown
process breakdown
150 Marine
150
operations – incident consequence Marine operations - work process breakdown
Ke y Ke y
150
150 150 Ay
Ke Access ladders
A Access ladders
Ke y Ke y
150 B
A Administration
Access
B ladders
Administration
120 120 Ke y
A AccessAccess
ladders
B A Administration
C Boatlanding
ladders
C Boatlanding
120 A Access ladders
B Administration
D B Boatlanding
C CarAdministration
D parkCar park
120 120 B Administration
120 C D Boatlanding
E C Car Boatlanding
park
Excavations
E and civil
Excavations andworks
civil works
90 90 C E Boatlanding
Excavations and civil works
90 D F Car park
D Foundation
F CarFoundation
park externalexternal
D F Car park
Foundation external
E GExcavations
E Harbour, and civil
GExcavations
quay
Harbour, andworks
and civil works
pontoons
90 E G Excavations and civil quay
worksand pontoons
Harbour, quay and pontoons
90 90 FF HHFoundation
Hub and
Foundation blades
external
HFoundation
F Hub andHub and blades
blades
external external
60 60 60
G I Harbour,
Nacelle
I Harbour,
G Nacelle Nacelle
quay and
quaypontoons
and pontoons
G I Harbour, quay and pontoons
H JJ Hub
Hub Office
Jand
H Office
andHub Office
blades
and blades
blades
60 60 60 KK Other
Other
K Other
30 I Nacelle
Nacelle
I Nacelle
30 30 LL Staircase
Staircase
Staircase
JJ OfficeL
Office
M J
StorageOffice
K MOther
Storage
M Storage
K N Other
K Substation
Other work and cable areas
30 Substation
NStaircase work and
N Substation workcable
and areas
cable areas
30 30 0 L
0 0 L O Staircase
L Transition piece area
Staircase
A B C D E F G H I J K L M N O P Q R S Transition
M POStorage piece piece
O Transition area area
A AB BC CD DE EF FG GH HI IJ JK KL LM MN NO OP PQ QR RS Turbine tower
SM Storage
M Turbine
P Storage
N QPSubstation tower
Turbine
work andtower
Turbine/substation cable areas
outside
0 N QSubstation work work
QSubstation
N Turbine/substationand cable areas areas
and cable
outside
Turbine/substation outside
O R Transition
Vessels piece
– largearea
(>24 m)
0 0 A B C D E F G H I J K L M N O P Q R S
O Transition
Vessels– piece
R Transition
O Vessels
P SRTurbine tower– large
Vessels
small –area
piecem)area
(>24
(<24largem)
(>24 m)
A AB BC CD DE EF FG GH HI IJ JK KL LM MN NO OP PQ QR RS S
PQ STurbine/substation
Turbine
P Vesselstower
S Turbine tower
– small
Vessels (<24
smallm)
–outside (<24 m)
MarineKey
operations – incident area breakdown
Q
R Turbine/substation
Vessels – large (>24 m)outside
Q Turbine/substation outside
Marine operations
Marine – incident
operations areaarea
– incident breakdown
breakdown
Key Key Data and charts reproduced with kind permission
R
of The
Vessels
R
Energy Institute,
– large– large
Vessels (>24 m)
(>24 m)
London. UK.
to continue. It was agreed that the other agencies and organisations. has returned to the process of
number of notified incidents across It was accepted that an overview identifying specific vessel types
the wind sector was detrimental of all these activities was necessary in appendices and identifying the
to all stakeholders and very to assess that the appropriate additional verifications required on
undesirable for all concerned. standards continued to be met and that vessel type. This is a welcome
achieved. This was also required development and can only enhance
by many insurers of these offshore the quality of the IMCA inspection
The Role of Marine inspection – ventures, quite often as part of process long term. It was also
Vessel vetting process the marine warranty process, to recognized that there were a
confirm that vessels continued to number of much smaller vessels
Marine operations and the be operated safely and effectively. or workboats as they are more
offshore logistical functions commonly referred. The CMID
were recognised as holding a This verification or “vetting” inspection document was intended
critical role within this company’s process is certainly not new and more for larger vessels and contains
offshore wind farm operations. It not a unique innovation of the many requirements not needed by
was already well understood that wind sector. The process has been the smaller vessels. The provision
early intervention with proper well developed in the oil and gas of the Marine Inspection for Small
and thorough vessel inspection Industry mainly through IMCA Workboats (MISW – IMCA M189)
assisted the identification of (International Maritime Contractors document last issued in June 2016
potential causes of incidents and Association). This process was at revision 3 was developed to
allowed corrective and preventative completed using the standard address this very important area of
measures to be applied at an early inspection document Common offshore marine operations.
stage. Vessels operating in the Marine Inspection Document
offshore sector already received (CMID- IMCA M 149) which has Within this company both
all certification and inspections evolved over a number of years inspection documents were
required by classification societies and is now at Issue 10 released generally completed but were
and Flag states as well as various in July 2016. This latest version not fully utilised; however, the

teams completed the process but approved and able to uphold “Technical Due Diligence” Process.
as best they could. This process a certain inspection standard. Between early 2015 and September
certainly achieved, in part, what Marine warranty services and 2015 over 100 inspections and
was intended and highlighted the insurance companies have verifications of marine vessels,
important issues. However, it was also, to a large part, driven this jack ups, barges and assorted
difficult for teams to review and forward as a requirement of cover marine craft had been completed
assess the reports and findings as being extended for the offshore across our operations in Europe.
it was not their areas of expertise. venture. It was quite common for Deficiencies were identified but
They also had their own areas of an inspector’s CV to be reviewed to with the good cooperation of
responsibility to cover so, although ensure knowledge and experience. the vessel contractors these were
addressed, the process was not Despite working well, it was rather quickly corrected with mutual
fully exploited to maximum informal. Over recent years offshore support. It should be carefully
potential. This subsequently left an vessels, jack ups and barges have noted that these inspections are
element of risk that, for example, been increasingly designed to work not in place to eliminate a vessel
an important finding could easily across both offshore energy sectors from our consideration. Findings
be overlooked by the reviewer and the demand for approved serve to identify at an early
simply due to the technical nature inspectors consequently increased. stage what may occur and allow
of the information provided not in cooperation these mutually
being fully understood. It was agreeable corrections to be made.
recognised that the vessel vetting Developing the internal IMCA This approach has been widely
and inspection process was an vessel Inspection process accepted in the offshore industry
excellent system, but to achieve the and it has been stated to us that
full potential it would need to be By 2013 additional internal advice the independent process is very
formalised and properly managed was regularly sought from the welcome, assisting the crews
across the business unit. To ensure marine personnel employed by the in their daily operations and
such management was effective company to oversee the marine continuous improvement. Only on
and a quality process of review offshore operations and vessel two occasions has a vessel not been
and corrective action response was inspection process. The advice approved for company operations
achieved, the internal management was broad and dealt with many based on the findings of these
would need to be overseen by varied operations across the wind IMCA inspections.
experienced and qualified mariners farm life cycle. Advice commonly
working to a documented and covered the technical aspects As a result of this due diligence
recordable process. and capabilities of various marine process and readily apparent
operations and the intricacies and and recognisable benefits
As the IMCA inspection programme operational capabilities of specific that it brought to the offshore
was already in use rather than marine vessels, jack ups and barges. operation, the demand for marine
a complete internal inspection As a result of various incidents and inspection activity continued to
process, the IMCA system was other marine technical issues, such increase within the company.
adopted and has been developed internal support was very noted as These inspections are now
in house over several years. The being very valuable. The demand achieving the desired outcome
IMCA inspection process had increased very quickly over a fairly by reducing company exposure
already proven successful over a short period of time which included to offshore incidents and delays
number of years within the oil and vessel IMCA inspections prior to by use of effective vetting quality
gas industry with a demonstrable charters being commenced. By standards in vessels selection and
track record. The vessel inspectors early 2014 this informal consultancy operation. The inspection process
within the IMCA system were and Marine Technical “due now includes operations and
highly experienced personnel and diligence” (TDD) process using the maintenance where there are a
had mostly served time on the IMCA system was firmly established significant number of smaller but
vessels they inspected, often at within the company and became a fast craft crew transfer vessels.
senior ranks or even command. regular provision to all areas of our These vessels engage in personnel
However, it was noted by a wide offshore wind business area. transfer at the turbines, a specific
number of groups in both the oil area of risk identified by the Wind
and gas industry and offshore By early 2015 vessel verification Energy Institutes 2014 report to
wind that although the vessels and auditing “vetting” prior which reference was made earlier.
were being approved, there was to charter had become the
no formal process for the person standardised company approach.
giving the approval. Ship managers, It was now common to use third Ensuring Quality: The move
oil companies and wind farm party inspectors from respected towards accredited Inspectors
owners operators, quite rightly, companies in Europe to achieve a
had an expectation that inspectors high standard of inspection and a The development of the IMCA
would not only be experienced distinct independence within this inspection process continued to

Hurricane
Tow
Photo reproduced with kind permission of Aluminium Boats Ltd. E. Cowes. Isle of Wight UK & Sue Stevens Media, Ashurst UK
develop internally with recognition internally that as a result of the new Accredited Vessel Inspector’s (AVIs).
that there were concerns across technology and vessel innovations These inspectors are expected to
the sector that there was no formal the inspectors would need to demonstrate their knowledge,
approval requirement for the become more specialised for experience and competency to
selected IMCA vessel inspectors. specific vessel types. an independent approval body to
This company carefully identified An approval system developed achieve the accreditation to complete
who would complete these a few years ago and operated by IMCA inspections on specific vessel
inspections on our behalf, but the Oil Contractors International types. The International Institute
commonly inspectors would be Maritime Forum (OCIMF) created of Marine Surveying (IIMS) was
provided under the umbrella of the Offshore Vessels inspection approached to oversee and manage
a reputable offshore consultancy document (OVID). The system the approval process and following
with a clear demonstrable ensured a quality process with submission of the above information
inspection track record. inspectors approved to a common combined with some inspection
standard and trained to complete training, now approve Accredited
IMCA understood the system was the inspection to a specific set of Vessel Inspectors (AVIs). Accreditation
working, but also realised that it criteria. This process was at the is given for the specific vessel types
was necessary to ensure that the time available only to oil companies considered competent and the
vessel inspectors were approved to who had initially extended a inspector is subsequently issued with
maintain the respect and integrity concern regarding standards of a unique number which is used on all
of the IMCA inspection process. An inspectors and the approval process inspection documents completed.
inspector, having demonstrated in the offshore sectors.
capability and also suitable This is a significant step and
knowledge and experience, could improvement in quality as Vattenfall
be approved to undertake the IMCA and AVI’s – as a company can now clearly
inspection. A more formal Inspector Accredited Vessel Inspectors see who is an approved inspector
assessment process was required and what vessels types can be
and was identified as desirable by Over the last few years IMCA has inspected. The step change to a
various groups across the offshore engaged fully in a similar process measurable standard for inspectors
energy sector. It was also identified with the creation of a new group of is recognised as an approach to

a better quality standard. It also complete surveys on Vattenfall’s 2018, IMCA have stated that only
supports a recognised standard behalf. These consultancies have Accredited Vessel Inspectors (AVIs)
inspection process, identification also quickly recognised the value will be recognised and able to
of any findings and the corrective of the process and moved quickly complete an IMCA inspection.
actions required to ensure that to achieve accreditation for their In addition, the inspection
these findings do not evolve into inspectors, however these are as yet reporting process and close out
incidents and accidents offshore. early stages. will be available online using the
eCMID system, which will only be
Innovation throughout the wind accessible by approved AVIs.
farm industry is expected to AVI accreditation and CMID: Vattenfall has already recognised
continue as new technologies A new way the value of a robust IMCA
emerge to address the new inspection process and the
challenges further offshore. It is already notable that only additional value approved
Inspectors will therefore need to a limited number of inspectors inspectors brings through the
continue updating their knowledge are presently accredited and accreditation scheme. From the
on these new technologies and available to participate within the start of 2018 we will then only use
equipment to maintain the IMCA system. More inspectors accredited inspectors to complete
present standards now being will certainly be required to enter surveys on our behalf. With less
implemented. The third party the approval process and seek than six months to go so it is
inspection consultancies used by accreditation in the coming years important that potential inspectors
us are also fully aware of IMCA’s as marine activities increase over make their applications for
new approval and process for AVIs both the oil and gas and the wind accreditation as soon as possible.
as supported by the International energy sectors. As of 1st January The step change is occurring and
Institute of Marine Surveying. We we will need experienced and
have briefed these consultancies accredited vessel inspectors to
that as of the start of 2017 we meet the challenges that certainly
will expect an accredited IMCA lie ahead for us all.
inspector to be appointed to
Further information
IMCA rebranded CMID to eCMID in mid 2017. At the time of writing, around 300 vessel inspectors have
become accredited through the scheme. Anyone who believes they have the right skills and competency
to become accredited as a vessel inspector/auditor, or who simply wants to have more knowledge
about the AVI scheme and how it operates is encouraged to look at the eCMID web site to
www.ecmidvesselinspectors.com for further details and information.

Vessels under 24 metres
operating in the Energy
Sector – an overview
Mike Proudlove MIIMS has worked as a workboat and BY Mike Proudlove MIIMS
yacht surveyor in the USA and Europe since 2000. Since Operations Manager,
2012, Mike has worked in the wind farm sector, both Offshore Turbine Services
as a crew transfer vessel master for Seacat Services
and more recently as Operations Manager for Offshore surveyors will have completed
Turbine Services. Mike has also been involved in surveys and inspections of cable
laying and trenching vessels that
developing surveyor education programmes with the work across the whole energy
IIMS and MITEC Boatbuilding College, including the sector and the wind farm industry
BTEC HND in Marine Surveying. probably doesn’t register as a
significantly different business
to those vessel operators and
While the worldwide economy, and improved again in 2017 and surveyors, although, with the
particularly shipping and marine continues to look strong for the recent downturn in the oil and
leisure markets, struggled between next ten to twenty years. With gas industry, the wind industry
2008 and 2017, the offshore wind many more huge projects about has provided some welcome
farm sector in the UK and northern to start, and most wind farms opportunities and alternatives to
Europe experienced an enormous having a planned working-life of maintain fleets and workforces.
expansion and the sector gained twenty-five years, there is reason
a hold in both political and for continued optimism. In the wind farm industry, the
marine civil engineering terms. two, headline vessel types that
From 2011 to 2014 the UK wind From a marine surveyor’s have attracted attention in the
energy industry boomed with the perspective, the wind farm industry last five years are the specialised,
construction of the high profile is best viewed as simply a new installation jack-ups and the high
London Array and Gwynt y Môr component of the much larger and speed, crew transfer vessels (CTV).
Offshore Wind Farms, as well long established, energy sector. Both vessel types have absorbed
as other significant projects off This sector includes the obvious large amounts of development
Grimsby and Barrow-in-Furness. and visible oil and gas industry, time and new financing. Over the
Late 2015 and 2016 tested a lot but also the hidden pipeline and next few years, as wind farms are
of investors and vessel operators’ cable infrastructure and massive built further offshore, the walk-
mettle, but the long-term forecast civil engineering projects such to-work (W2W) service operation
remained good and the market as Hinkley Point C. Many Class vessels (SOV) will probably attract
attention as the new wunderkinds.
Master P
However, while exciting new
vessel types have emerged which
are dedicated to building and
maintaining wind farms, there
are also many more conventional
dredgers, tugs, workboats,
multi-cats, barges and even RIBs
involved in the construction
and maintenance of offshore
wind farms. The sheer number of
operators, vessels and vessel types
involved in the industry provides
opportunities for surveyors from all
Photo courtesy of Offshore Turbine Services types of backgrounds.

a number of operators have also
increased ‘passenger’ carrying
capacity to twenty-four plus
persons by utilising the new IMO
definition of ‘industrial personnel’.
Both the UK and Germany have a
High Speed, Offshore Service Craft
Code1 (HS-OSC), under which a
suitably equipped workboat under
24-metres may carry up to thirty-
Cardinal P
six industrial personnel. The new
HS-OSC Code is an extension of the
Special Purpose Ships Code2 and
was written with the wind farm
industry firmly in mind.
Section 30 of the new, UK Workboat

Photo courtesy of Offshore Turbine Services Code makes specific reference to
the need for a Safety Management
safely transfer these technicians by System, “which complies with the
Scale and variety ‘pushing on’ to the boat landing on principles of the International
of the CTV market the bright yellow transition piece Safety Management (ISM) Code”.
(TP) at the base of the wind turbine Most CTV operators have gone
There are currently more than tower. As this activity is fundamental one step further and are externally
400 CTVs working in the northern to the safe and successful operation audited and accredited by either
European wind farm industry, the of a wind farm it is the area of most the MCA or a Classification
vast majority are under 24 metres interest to the vessel operator Society. For a surveyor to properly
load line length and normally and charterer and bow fenders complete the SCV2 and/or CMID
carry up to twelve passengers. and access systems represent a a good understanding of the
The most popular hull material is significant IP and capital investment Company’s safety management
aluminium alloy, although there are to the vessel owner. ethos is important. This will include
a significant number of GRP vessels the surveyor reviewing the crew
as well. In addition to the most In addition to technicians, most certification and competency and
common, catamaran design, some CTVs are also used to carry auditing recent drills.
operators have chosen to select cargo. Many CTVs are fitted with
monohulls, trimarans or SWATHs. a knuckle boom crane on the To permit workboats and CTVs
foredeck to facilitate self-loading to carry packaged dangerous
The search for the ideal propulsor at the quayside and this requires goods such as propane, petrol,
that can provide high speed a substantial deck structure and resin and paint, the vessels are
transits, excellent manoeuvrability, hydraulic system. As the CTV required to have a Dangerous
fuel economy and bollard pull cargo may include diesel fuel for Goods Document of Compliance
has led designers to experiment temporary power generation on the (DG DoC). For UK flagged vessels,
with water jet, controllable transition piece, most vessels have dangerous goods and cargo are
pitch and fixed pitch propeller fuel transfer pumps for pumping covered by the Workboat Code and
systems; usually powered by two, fuel up to the TP platform from the MCA Surveyor Advice Note 75. The
but sometimes four, high speed vessel’s own fuel tanks. diesel fuel transfer system may be
diesels. As CTVs have grown in size inspected by a Certifying Authority
the engines have naturally had (CA) surveyor, however, the DG
to follow suit with some vessels The survey regime DoC may only be issued following
using V12 engines with triple an inspection by an MCA surveyor.
turbochargers producing over 1400 As with all commercial vessels, The inspection and acceptance of
kW. Needless to say, engine control CTVs must first meet the primary the fuel transfer system is normally
and management systems have Flag State requirements. As most attached as an addendum to the
become more complex and the CTVs are under 24-metres load line SCV2, whereas the DG DoC is a
vessels often use bridge systems length, UK vessels are normally built separate document and normally
similar to those found on fast ferries and operate under the Workboat lasts five years.
or superyachts. Code, but many vessel operators
have also chosen to build and
1
Code for High Speed Offshore Craft (HS-OSC)
(of less than 500GT carrying up to 60 persons)
The primary purpose of the CTV is maintain vessels to class under the
to transfer technicians from shore, Special Service Craft or High Speed 2
MGN 515 (M) Special Purpose Ships (SPS)
or a hotel ship, to the wind farm and & Light Craft rules. More recently, Code: Application to Offshore Vessels

Once the statutory formalities are that can also provide useful, and even working on the vessels as
out of the way, but often completed local knowledge and assistance. master or engineer. A background
at the same time, the vessel will When life saving or fire fighting in fast ferries or high performance
undergo an inspection to confirm appliances require independent motor yachts is also clearly relevant.
compliance with the International inspection, a local surveyor can be The surveyor also has to fulfil
Marine Contractors Association a useful source of information and the role of auditor and needs to
(IMCA) CMID. Although the IMCA some marine surveyors now also familiarise themselves with planned
CMID is deemed to be valid for offer inspection services such as maintenance systems, stability
twelve months, some wind farm portable appliance testing (PAT) books and crew certification
operators and contractors require and lifting equipment inspections all within the usual tight time
the CMID to be less than six or even to meet lifting equipment constraints of a survey. For this
less than three months old when regulations, commonly known as reason, most vessel operators tend
the charter begins. As a CMID often LOLER4 on UK flagged vessels. to work with the same surveyor, or
has to be submitted when bidding group of surveyors for the majority
for work and with the current trend Safety is clearly at the forefront of their routine recertification.
towards shorter contracts with of every master’s and operator’s This long-term relationship best
different parties, any given vessel mind but, regrettably, incidents prepares the vessel and vessel
involved in the construction of wind occur and local surveyors may also operator for the often, more
farms may undergo multiple CMID be called upon to inspect vessels rigorous standards of the modern
inspections each year. From a vessel that have grounded or suffered wind farm operator and charterer.
operator’s point of view, there is mechanical failure. As all parties
hope that with the better history want to keep any off-hire time to a The eCMID and/or on-hire
and tracking of the new eCMID minimum, an adaptable approach inspection (also known as an
findings, the need for multiple to working anti-social hours is vital in-survey) process is slightly
inspections each year will diminish for all parties working in the sector. different and the principle role of
- from a surveyor’s point of view, the the surveyor is as an auditor of the
importance and frequency of CMID safety management system and
inspections, soon to become eCMID Surveyor skills and competency as an independent, critical eye
from 1 January 2018, is clearly an of other parties’ work. The more
area of opportunity. The latest CTVs are clearly complex thorough in-surveys may require
vessels with potentially large the vessel crew to demonstrate a
The wind farm industry is now passenger, cargo and fuel carrying man overboard drill; target plotting
firmly established along the whole capacity. Certifying Authority on the radar; or even a push on
of the northern European coastline. surveyors should be experienced test to check the bow fender
The workforce and fleet are truly in inspecting aluminium alloy functionality. To an experienced
international and it is not uncommon and GRP hulls and structures and and qualified surveyor, these
to see Danish flagged vessels in high performance machinery and practical demonstrations provide
Barrow-in-Furness and UK flagged running gear. This experience great insight into a vessel operator’s
vessels in the Baltic. This has added is best gained through formal approach to safety and add an
further complexity to the compliance training, followed by mentoring important, additional dimension to
regime, as some Port State authorities the statutory, physical inspections.
require additional inspections or 4
Merchant Shipping (Lifting Operations and
Lifting Equipment) Regulations 2006 (LOLER)
different manning requirements. For
Photo courtesy of Offshore Turbine Services
example, foreign vessels operating in
German coastal waters must obtain
a Certificate of Equivalence from BG
Verkehr. For UK vessels under 100
gt this is a relatively straightforward
process, however, even non-classed
vessels are required to have a radio
survey or similar GMDSS verification
report from a recognised body such
as a Certifying Authority.
Admiral P
With small vessels operating a long
way from their home port, some
intermediate surveys are inevitably
undertaken by local surveyors
3
Common Marine Inspection Document.
IMCA M 189 is applicable for crew transfer
vessels and other vessels under 24 metres.

T he W encon
prod u ct range
Designed to provide protection for surfaces that are exposed
to galvanic corrosion, cavitation, wear or breakage.
Wencon is a worldwide operating company, based At the IIMS LYSCWG training

event in April 2017 at Palma,
in Denmark, specialising for 30 years in solutions those present were introduced
for the rebuilding, protection and life extension to the Wencon product range
of metal exposed to corrosion, galvanic corrosion, by Ian Lewis. It is fair to say that
cavitation, wear or breakage. The Wencon repair surveyors at the event were taken
aback not only by the range of
concept is widely used in the marine and particularly products themselves, but also
in the offshore industry. Their competences go from the many potential uses for them.
emergency and temporary repairs with the Wencon The Report Magazine invited
Repair Kits to on-site repair and maintenance made Ian Lewis to write an article so
that surveyors could get a better
by the crew and solutions done by Shipyards or a understanding of this remarkable
Wencon certified Workshop Partner. and interesting range of products.

As succinctly as possible, I would like as to what is available, with single polyepoxides with themselves
to introduce myself and the Wencon products covering the same or with polyfunctional hardeners
range of Rebuild and Protection solutions as many used to. forms a thermosetting polymer,
Epoxy compounds that I have been often with high mechanical
working with successfully here in In case you were not sure what properties, temperature and
Palma de Mallorca in the industrial, an Epoxy is, I have borrowed a chemical resistance. Epoxy has
privately owned marine and definition for you. An Epoxy is a wide range of applications,
commercial marine sectors. either any of the basic components including metal coatings, use in
or the cured-end products of electronics / electrical components/
My name is Ian Lewis, I visited epoxy resins, as well as a colloquial LED, high tension electrical
Mallorca in 1983 on holiday and name for the epoxide functional insulators, fibre-reinforced plastic
stayed. I joined the ‘Yottie’ fraternity group. Epoxy resins, also known as materials and structural adhesives.
enjoying responsibilities with polyepoxides, are a class of reactive The basic structure of an Epoxide
Daywork, Deckhand, Engineer, prepolymers and polymers which contains an oxygen atom attached
Mate and Captain positions before contain epoxide groups. Epoxy to two adjacent carbon atoms of a
establishing a shore-based marine resins may react (cross-linked) hydrocarbon. An Epoxide, is a cyclic
maintenance business; and I now either with themselves through ether with a three-membered ring.
have specialised in the application of catalytic homopolymerisation
epoxies and polymers applications (an homopolymer is a polymer So, there you have it!
and solutions since 1997. consisting of a single specie of
monomer, as polyadenylic acid or As a product range for professional
During this period of time I have polyglutamic acid), or with a wide application, the manufacturers advise
benefitted from the Epoxide range of co-reactants including not to use for household purposes,
technology improving at an polyfunctional amines, acids as much for the experience and
appreciative rate, with ease of (and acid anhydrides), phenols, knowledge necessary and health and
use, mechanical and physical alcohols and thiols. These co- safety requirements needed, as for
specifications being the main reactants are often referred to as the likelihood of children and pets
priorities. Due to this, the market hardeners or curatives, and the in the proximity of the applications,
has grown exponentially, the cross-linking reaction is commonly considering protective clothing
clientele are more knowledgable referred to as curing. Reaction of should always be used.
The ‘Standard’ Wencon Rebuild and Repair product

range capabilities are extremely effective. One such
rebuild product is the two-component 1000/1005
Rapid Repair with a working temperature resistance
to 250ºC, Hardness Shore D 81, (DIN 53505) and
Compressive strength 2,891N/sq.mm. [419,195 psi]
DIN 53454. Due to the control of heat activation,
curing can be within 10 minutes at 100ºC or 40-90
minutes at 20ºC, depending on product thickness,
ambient and substrate temperature. Rapid
Repair has many of the characteristics of metal,
is machinable, non-conductive, with outstanding
adhesion to metallic surfaces. Because of the needs
of the product and the applier, it is available in
conveniently designed and sized containers, making
this product an easy-to-use cost-effective solution
for emergencies where fast repairs are necessary,
such as any form of repair, rebuild, ‘spot weld’: to
hold metals together before bonding, also suitable
for rebuilding using thicker layers, all available due
to the fast curing.
Durable Wencon 1040 two-component Putty

Repair stick, once torn-off and kneaded to an even
colour, sets within 20 minutes, (Hardness Shore D 85,
Compressive strength 35.14 N/sq.mm [5,095 psi]) is
1030 Blue Coating protection in machinable at 30 minutes and has full mechanical
strength at 120 minutes. This is a very effective
an integral aluminium fuel tank mouldable, machinable paste with strong adhesion

Bowthruster
housing coated
with 1030
Blue Coating
for protection
against erosion
and cavitation
to metal surfaces (Steel 4.5 N/ Wencon 1020/1030 White and as a repair/rebuild solution, with a
sq.mm. 652 psi) and a quick curing Blue Coatings with Hardness very strong bond, for example to
repair that can be massaged into Shore D 80, Tensile Strength steel of 30.80 N/sq.mm. (4,466 psi),
place by hand, excellent for the 12.9 N/sq.mm (1,870 psi) and it is therefore extremely effective
sealing and filling of leaks or cracks. Compressive strength 2,199N/ when rebuilding extensively
sq.mm. (318,855 psi). These two- damaged areas that need non-
The versatile 1010 Cream Repair, component, double-coat, solvent- conductive protection, resistant to
Hardness Shore D 75 DIN 53505, free coatings protect against 300ºC, from bi-metallic corrosion,
Tensile strength 14.3 N/sq.mm. erosion/corrosion, cavitation and abrasion, erosion/corrosion and
[2,073 psi] has strong adhesion to bi-metallic corrosion on surfaces cavitation due to a very hard,
metals, for example Steel adhesion in oil, water and salt water tanks, smooth, non-porous finish, with
14.40 N/sq.mm. [2,088 psi], and is pump housings, salt-water filter Compressive strength 2,799 N/
an excellent non-porous erosion/ housings, valves and cooler-end sq.mm. (405,855 psi).
corrosion resistant repair solution for covers as a few examples. They are
worn, corroded, or cracked; tanks, practical and cost effective due to The versatile 1017/1018 Ceramic
pump housings, shafts, flange faces, the excellent coverage rate of 1kg Coatings with Hardness Shore D
roller bearing seats, hydraulic rams per sq.m. at 600 microns. 81, Tensile Strength 25.4 N/sq.mm
and many more examples. Excellent (3,683 psi), are available in Brown
for rebuilding threaded metalwork The Wencon 1016 Ceramic and Green and offer a protective
with Modulus of Elasticity 1,689 N/ Cream Repair with Shore D coating Temperature resistant to
sq.mm. (24,490 psi). Hardness : 80 (DIN 53505), is an 320ºC. Ceramic Coatings have a
excellent solvent-free rebuild very strong bond [Adhesion to
Cream Repair is machinable and paste, with Abrasion Resistance steel is 28.90 N/sq.mm. (4,190 psi)]
heat resistant to 250ºC, as are (Taber wear test) 25.6 (ISO 7784-1) and is very tough, Compressive
the standard protective products that allows protection when used Strength 3,030 N/sq.mm. (439,350
A leaking failed weld on a Stainless Steel fuel tank is repaired

with 1010 Cream Repair. The entire lower weld is coated with
1020 White Coating for pre-repair peace-of-mind protection

psi). Typical applications are high-
abrasive or corrosive situations
Aluminium exhaust
suffering excessive wear, such as
propellers and nozzles, impellor
outlet flange face
housings, pump housings, rudders, rebuilt using 1016
thruster tunnels and housings.
Ceramic Cream
Wencon 1050/1060 Hi Temp is a
high-performance two-component,
liquid epoxy coating for repair and
protection in high temperature,
chemically and mechanically
aggressive environments.
Developed for the Marine, Off-shore
and Industrial sectors, It provides
a very strong (Hardness D Shore
82, Tensile strength 13.8 N/sq.mm.
[2,001 psi]), smooth, non-porous
finish, resistant to acids, alkalis and
solvents. The adhesion to steel
Rebuilding
is 22.4 N/sq.mm. [3,248 psi]. The stainless steel
HiTemp is machinable, and cures
between 10-24 hours at 20ºC, anchor plate
which can be reduced significantly
using Infrared radiation. Typical locating bolts’
applications are hot pipes,
protection of tanks, pumps, valves Wencon 1014 UW Cream Repair
threaded holes
against chemical and mechanical
corrosion, erosion, cavitation and
and 1035 UW Coating are Rebuild
and Protection products for use
using 1016
bi-metallic corrosion. underwater, or on wet substrates Ceramic Cream
and in humid conditions. The
two-component 1014 UW Cream
Repair, is a durable repair product, filling compounds with light load, or
And now the Hardness Shore D 79 (DIN 53505), 60ºC with heavy or aggressive loads.
and Tensile strength 35.8 N/
specialist products... sq.mm.with (5,191 psi) with an Pipetape is a strong (Tensile
extremely strong bond (e.g. Steel strength 172 N/sq.mm. [24,940 psi])
Wencon 1070 Exhaust Repair Kit 33N/sq.mm, [4,785 psi] adhesion), pre-impregnated, water activated
is a very important, very specialised, and Compressive strength 2,631 bandage, especially formulated
single component, very high N/sq.mm. (381,495 psi). These to make fast repairs on leaking
temperature resistant, cold weld products have been developed for pipework carrying water, steam, oil,
repair. 1070 Exhaust Repair resists use where it is not possible to apply gases or solvents. The bandage is
direct flame, and temperatures of on a dry surface, both Coating and knitted rather than woven allowing
up to 1,300ºC, excellent for repairs Cream Repair provide a smooth, maximum strength (Compression
to cracks and holes in exhaust non-porous, finish, resistant to strength 180 N/sq.mm [26,100
manifolds, pipes, engine blocks, corrosion, erosion and bi-metallic psi]) to the repair, with Adhesion
furnaces and boilers and other corrosion, also water, sea water, oil to steel 19 N/sq.mm. (2,755 psi).
high temperature applications. and light chemical attack. The repair is resistant to 120ºC,
This product sets within 4 hours at or temporary peaks of 190ºC, and
ambient temperature or quicker All underwater products should be pressure resistant to 10 Bar, 50 Bar
if heated; 15 minutes at 95ºC for mixed out of the water, have a very if reinforced with 1042 Wencon
example. Due to its strength and practical 30 minute pot-life, with Putty Repair when held in place
hardness, this product is very 10-18 hours cure-time at an advised using the Pipetape.
difficult to machine, although it minimum of 10ºC. Curing time can
is possible to grind to shape. The be decreased significantly using To apply, the bandage roll is taken
1070 Exhaust Repair Kit contains Infrared radiation. Excellent repair out of the container and soaked
two 250 gram containers of Exhaust and protection solutions for any in water for ten seconds. After
Repair, and a metal reinforcement corroded submerged metalwork, wrapping the bandage around the
mesh. All-in-all a practical and very they are non-conducting, do leak, the pipe is normally ready for
effective emergency repair product not corrode or erode, and are use after ten minutes and the repair
to hold in the engine room. temperature resistant to 160ºC as cured after 60 minutes.

The products have been tested is the ability to recover its’ original Standard Test Method, and ISO
using the following parameters: dimensions. The values change the International Standards
relative to the orientation and Organisation in Switzerland.
The Durometer is used for the temperature in most materials,
Hardness testing with the higher and lessen mostly after each test. These values are extremely useful
readings the hardest products. Results for The Modulus show when deciding which of the product
The Shore D ratings for the harder that Nylon has a value of 4.2 N/ range is applicable to the specific
products, the Shore A, for the softer sq.mm. (290-580 psi), GRP matrix job-in-hand, and with sufficient
elastomers and plastics, and the 36.08 N/sq.mm. (2,490 psi), Carbon knowledge and experience allows
Shore 00 for very soft rubbers and Fibre matrix 63.4-105.07 N/sq.mm. for successful solutions.
gels. Hardness was considered (4,350-7250 psi), Aluminium 144.93
‘the resistance of a material to N/sq.mm. (10,000 psi), Brass 262.32 Hopefully, this information
permanent indentation’ by Albert N/sq.mm (18,100 psi), and Stainless will be useful when assessing
Ferdinand Shore in the 1920’s, Steel 316 up to 420.29 N/sq.mm. applications, and the possibilities
who developed The Durometer to (29,000 psi). that Epoxides provide.
measure hardness, and to develop
a scale to relate the findings. The tests are overseen by Product or application advice or
Originally the Durometer was a independent bodies, DIN is information is available at wencon.
mechanical machine that launched the Deutsches Institut fur baleares@outlook.com, and all
domed or pointed ‘indenters’, now Normung, ASTM is American specifications can be found at
it is a hand-held electronic device, www.wencon.com.
with immediate results.
The Tensile Strength is a

measurement of the maximum
Tensile Stress, or Stretch, required
when acting on a product to make
it fail, or tear, and is measured in
force per unit of cross-sectional
area, eg. N/sq.mm. or psi. Steel bar
A36 ASTM, for example has Tensile
strength 399.90 N/sq.mm. (58,000
psi,) Aluminium 310.26 N/sq.mm.
(45,000 psi), Cast Iron 199.95 N/
sq.mm. (29,000 psi), and Brass
248.21 N/sq.mm. (36,000 psi).
Compressive Strength, conversely,

Torn aluminium hull, drilled, ground clean
is ‘The maximum compressive and rebuilt with 1016 Ceramic Cream, and
stress that, under gradually applied
load, a given solid material will protected with coats of 1020 White Coating
sustain without fracture’, Mild Steel
for example, has a compressive
strength of 250 N/sq.mm. (36,250
psi), at room temperature, but at
-60ºC becomes brittle, Stainless
Stainless Steel propellor shaft pitting rebuilt
Steel grade 316 (UNS S31600) 170-
310 N/sq.mm. (24,650-44,950 psi.),
with 1010 Cream Repair at bearing
Aluminium depending on alloys
and grain quality, can have a rating
of approximately 280 N/sq.mm.
(40,600 psi), at -200ºC, or as little as
50.43 N/sq.mm. (7,312 psi) at 371ºC.
Also used to measure Compressive

Strength is the Young’s Modulus
of Elasticity, named after the 19th
century English Physician and
Physicist Thomas Young. The stress
measured is specifically lengthwise
stress, also taken into consideration

Broadreach Marine Ltd,
is pleased to announce
the opening of a branch
office in South Korea, from
September 2017.
Broadreach Marine (Korea) Co. Ltd,

South Korea
branch office Room 401, 110 Songjeong 5-gil, Yeoncho-myeon,
Geoje-si, Gyeongnam, Republic of Korea, 53211
We offer our full-service delivery in UK, Europe and Far East through
our extensive Consultancy network:
• Marine Project Management
• Newbuilds, Ship Repair, Conversions
• Plan Approval
• Vendor Selection and Auditing
• Specification review and advice
• Site Team selection and recruitment
• Condition surveys
• Pre-purchase surveys
• Expert witness
• HSE and Risk Management
• Specialist marine training courses
Your preferred Technical Consultants, partnering

with you for a successful future
For further information please see our web site: www.broadreachmarine.com
Or contact us on: info@broadreachmarine.com
We are proud to be the in-country representative

for the International Institute of Marine Surveying.
Please see: www.iims.org
We are proud to be a part of the

Korean Shipbuilding Association,
Korean Shipyard Safety Standardization.
Please see: www.ksss.koshipa.or.kr
Issues Associated with Submerged
and semi-Submerged
Enclosed Spaces
Bridging the Gap

A few years ago, I had the pleasure of attending a lecture on Enclosed Space
Entry presented by Adam Allan and Capt Michael Lloyd from MRS (formerly Mines
Rescue Services) Training & Rescue at the IIMS AGM in Southampton.
During the lecture which was of great interest to me personally, I immediately

became aware that there was a gap in addressing issues associated with the access
of submerged, partly submerged and enclosed and confined spaces on board vessels.
This is the gap which needs to be brought to highlighted and somehow bridged.

Readers will know that there are no There is general misconception that
vessels afloat with completely dry there is no need to access ballast
ballast tanks. Functional ballast tanks except maybe during dry-
systems are necessary to maintain docking, yet I dare to challenge
a vessel’s stability in order and all seafarers to deny the fact that
thereby ensuring their ability to ballast systems are frequently
load, unload cargoes, passengers, entered to maintain their ability to
supplies, equipment in other words, function properly.
keeping ships operational.
During my seagoing career with caused me to reflect on all aspects of

the Her Majesty Royal Navy then on the work including rescue. I have had
board various merchant vessels in time to evaluate how the procedures
capacities from Chief Mate to Master should be carried out and how
and then marine surveyor and also as they are actually used in practice,
a navy and commercial diver I have particularly some of the more
experienced all aspects of working awkward situations as encountered
in a submerged environment. For in ship’s ballast tanks or similar
many years my experiences have submerged enclosed spaces.
BY Capt Drew Korek

MIIMS, MNI
The
The Report
Report •• September 2017 •• Issue
September 2017 81 | 49
Issue 81
Does this really happen, I hear you rescue procedure. It is my belief, solution will present itself and all
say, the answer is yes, how else that to date, the problem of will be well in the end. Alas, we live
can tanks be inspected/surveyed submerged or semi-submerged in the real world, and it is a true
whilst the ship is in ballast. rescue from enclosed spaces has adage that if we fail to prepare
not yet been addressed. This adequately for such situations
Regrettably, commercial diving, is probably because there is no in advance then we have to be
by its very nature is extremely perceived solution to the problem prepared to fail. Except in these
hazardous and presents its own and it’s best to leave things situations failing to prepare could
unique set of circumstances, alone, put to one side, and in any have a catastrophic outcome and
especially when considering how case, should the occasion ever end with divers losing their lives.
to undertake a safe entry and arise where rescue is required, a
But these things never happen, do they?

In 2016, a capesize bulk carrier, Acknowledging Whilst accepting that this is an
loading iron ore at Saldanha Bay, the Problem: essential function to maintain the
South Africa, suffered a ballast By acknowledging that there are integrity of the ship the most likely
pump system failure from cargo issues associated with entering personnel to undertake this vital
hold No5. The loading ceased and rescuing divers from enclosed work are the:
as the 10MT ton rate of loading spaces whilst operating in
created too much hogging submerged situations we can • Ship’s crew
stress due to the ship’s inability begin to address and overcome any • Marine Surveyors / Inspectors
to displace critical ballast. The potential problems. An eminent • Shore side contract divers who:
Terminal offered assistance by organisation, associated with (u/w weld, repair, apply coatings, UT test etc.)
contacting a local sea harvesting the marine industry, previously • Marine rescue teams
company who had divers and who identified four issues which, if
agreed to assist with the issue for addressed could help to prevent
$500 US. An hour later a 19 year further injury and/or fatalities Associated problems
old diver wearing SCUBA gear occurring at sea in enclosed spaces, to be overcome:
accessed the double bottom tank they are: There are many other associated
through an open manhole on the hazards which must be considered
top of hold No5 to investigate and • Culture by divers whilst undertaking work
The
possibly rectify the problem. The • Equipment in a flooded compartment, they
Enclosed Space
Diver was un-tethered and had no • Training include but are not limited to the
Box
communication with the surface. • Design obvious problem of operating and
working in the enclosed space, but
A full hour went by and there these can be equally applied to all consideration must also be given to:
was no sign of the diver or his entry/egress and rescue situations.
colleague and the ship’s crew Accessibility -
were getting concerned. Rescue Into and through the flooded
attempts in zero visibility water Reason for Wet Entries: area can be severely impaired by
by an inexperienced diver failed. Given that this problem exists in restricted access points such as
The Tank was sealed, the hold the marine industry why do divers lightning holes in ballast tanks, they
partly filled and the ship set need to enter these flooded spaces, limit travel and restrict movement
sailed for Sepatiba Bay in Brazil I propose that there are many increasing the degree of difficulty
where the young diver’s body was reasons but amongst the most of the work undertaken.
recovered two weeks later and common reasons are that the ship
flown back home. needs to:
The quick job for an easy $500 • Maintain ballast systems in

profit proved fatal in this case good working condition
and there will be more like that • Keep the vessel’s stability in
unless awareness is raised, best order (thereby ensuring her ability to
working practice standards load and unload cargoes, equipment or
created, applicable training passengers safely)
put in place and applicable • Enable structural integrity
procedures are implemented. surveys or inspections

Limited escape or recovery routes - Rescue winches had to be
Whilst undertaking work connected modified to accommodate the
to an umbilical air/comms line a addition load of the diving
restriction is placed on the escape equipment. There are still couple
or recovery route should the diver items which have been developed
require to be rescued. and are being manufactured.
Risk of exposure to contaminants;

(i.e. sulfuric acid) - Relevant training and for the operations and rescue from
There is always the possibility modified equipment: submerged spaces and I have been
of leakage into the flooded shocked to find out that there are
compartment of contaminants from actually non in existence.
adjacent fuel tanks or pipe galleries
creating their own risks. Proposed ‘best
working practice’:
Entrapment - • Understand the problem
There is always the opportunity • Seek a solution
that the diver could be entrapped • Train the solution
or caught up in a situation where • Implement the solution
materials within the compartment
move and prevents the diver • Enclosed space entry training To operate safely in
exiting the work area. • Enclosed space hazard Submerged or Semi-
awareness Submerged conditions
Disorientation - • Familiarization of the Ship’s IIMS and IMCA is currently engaged
Where surface supplied divers construction in forming a working group
are tethered via an umbilical cord • Be able to implement with the aim of creating a set
which normally consists of an incapacitated personnel of procedures for “best working
airline, communication system, rescue procedures in dry practice” for entry and rescue from
video feed from a CCTV camera and wet conditions submerged spaces on board ships.
mounted on the diver’s helmet,
a safety line component and The process of creating the
a pneumo line, disorientation applicable enclosed submerged Conclusions
becomes less of a problem as spaces training is already underway. Capt Michael Lloyd has published
surface personnel know what is The MRS Training & Rescue is an excellent article entitled “The
happening below. However, if in the process of establishing a importance of understanding
sediment on the floor or sides of Marine training center for confined enclosed space entry” (To be
the compartment is disturbed the space entry and rescue including found in issue 79 the March issue
visibility in water becomes zero, submerged spaces entry. of The Report). In the article he
in this situation it would not be summarized equipment, risks and
unreasonable to assume that the its management.
diver could become disorientated.
My aim has been to shed light
Additional equipment - on overlooked, unrecognized
The weight of commercial diving and underestimated issues
equipment is substantial, reaching of wet entry and rescue from
on average 80kg and awkwardness submerged compartments
of moving additional equipment on board vessels, submarines,
in and around the compartment offshore oil rigs, floating
will sap energy from the diver and cranes and many other mobile
make any task more difficult to and stationary structures. I
accomplish. truly believe that together
as members of the maritime
The weight problem made it Lack of relevant rescue community we could make a
necessary to develop and modify procedures for operating difference by self-education,
a few relevant items to reduce in submerged or semi- promotion of the awareness
the risks and to enable dedicated submerged conditions: and implementation of
personal to access submerged In the last four years, I have applicable training.
compartments safely, effectively searched the web and various
and with confidence. Recently the other sources in UK, Europe, North
rescue diving harness and recovery America and Australia for any traces Let’s bridge this gap and by doing
helmet support has been developed. of an applicable safety procedures so reduce risk and save lives.

re volutionar y re-use
o f p olyester bo ats
BY Dr. Ir. Albert ten Busschen

What do you do with end-of-life recreational
polyester boats? Turn them into retaining
walls for Dutch canals of course!
Associate Professor, Professorship for Polymer Engineering

Windesheim University of Applied Sciences, Zwolle, The Netherlands

There are currently an estimated company or just abandon it. The route’ is clearly also not a form of
13,000 end of life boats in Holland, disruptive potential is enormous primary recycling but moreover, as
a figure that one prediction says as already some Dutch canals are with primary recycling it has not
is set to rise to an astonishing blocked by orphaned boats. been economically successful.
75,000 by 2030. In France 500
boats were dismantled last year Boat dismantling companies
however there is still a backlog of remove the useful parts from a boat The solution:
at least ten to fifteen years. The like the mast, stainless steel parts,
International Council of Marine the motor, the propulsion system
structural re-use
Industry Associations (ICOMIA) and authentic parts like hard-wood The principle of the structural
has estimated that there are more steering wheels and brass window re-use of EoL composite products
than 6 million recreational craft frames. These parts can be sold. is based on the use of oblong
in Europe alone; so expect the However, the remaining boat hull elements gained from EoL
problem to only worsen. and cabin are worthless and end composite parts embedded in
up as landfill for which additional virgin material. In this way, the
These are just some of the costs have to be made. The majority good properties that are still
quantities affecting the industry of these hulls and cabins are built present in the EoL composite
the METSTRADE Sustainability in from glass fibre reinforced polyester products (high mechanical strength
the Marine Industry conference composite, GRP, or popularly and resistance to water) are put to
was told in late 2016. But industry referred to as ‘polyester’. In The good use in the new composite.
leaders also heard how some Netherlands alone the volume of This methodology, which was
progress is now being made these End-of-Life (EoL) polyester financed by a government grant,
with end of life boats – albeit on boat parts came to 1,400 tonnes in was developed by the Professorship
a limited scale. Clearly this is a 2015 and will grow to 4,000 tonnes for Polymer Engineering of
subject that has been exercising per annum in 2030. Windesheim University of Applied
Albert ten Busschen for some Sciences, The Netherlands. Contrary
time. A chance meeting at an to primary recycling where raw
IIMS event in Holland recently Primary recycling material components are regained,
led to the commissioning of this this method leaves the composite
special article on this important
is not an option structure as it is and falls in the
subject - the elephant in the For the past two decades the category of secondary recycling.
room some would say. Albert has composite industry has been
found a novel and practical use working on the recycling of To achieve a maximum strength
for end-of-life boats and writes composite products. Several contribution of the oblong
passionately about the problem, efforts have been made to regain elements of the old composite,
his methodology and solution. the raw materials: reinforcing a high fill rate is desired and,
fibres and plastic. A recent therefore, the amount of virgin
comprehensive overview has been embedment material (resin) needs
Growing number of given by the ACMA in 2016 [1]. to be limited, this also from an
This so-called primary recycling, economical point of view. Because
obsolete polyester yachts meaning regaining the original of their shape, the elements
There is a growing number of components of which the material contribute to the reinforcement of
obsolete boats coming from the is composed, appeared not to be the new products, as schematically
recreational vessel fleet. This is successful. Besides the low quality illustrated in Figure 1. The material
a direct result of the number of of the recycled components, consists of re-used material in the
boats that were acquired during these methods never became form of strips (green, from here on
the seventies and eighties of economically viable. At the indicated with subscript ‘r’ from
the last century when it became moment the so-called ‘cement- ‘re-used’) embedded in a polymer
fashionable to own a yacht. On kiln route’ is the accepted route by matrix (yellow, from here on
top of that, nowadays the demand the European Union as a recycling indicated with subscript ‘m’). Using
for second-hand models is very method for composites, although classical micromechanical models
low as boat ownership has gone only the caloric value (combustion [3], the stiffness (E-modulus) and
out of fashion with the younger energy) and the silicium dioxide the strength of the resulting new
generation. Boat owners therefore present in the EoL thermoset composite product (indicated with
dispose of their old boat either composite are regained in a subscript ‘c’) can be predicted.
by taking it to a boat dismantling cement oven [2]. This ‘cement-kiln

Figure 1
Product filled with oblong
re-used material elements
Effective modulus of elasticity: Ec ≈ vr · Er + vm · Em (1)

(based on parallel model)
Effective tensile strength: σc ≈ vr · σr (2)
In formulas 1 and 2 the volume fractions of the components are used, indicated with the symbol ‘v’.
The performance of new products

consisting of re-used composite
elements depends on the length of
the embedded oblong elements.
An extensive study has been
performed on the effect of length,
positioning and pre-treatment
of the elements by three-point
bending tests [4].
It was found that the bending

strength of a profile built from
strips increases with the strip
length as depicted in Figure 2.
250
200
Bending strength (MPa)
150
100 Strips laid flat-wise Shredded
50
0
0 200 400 600 800 1000
Length of reinforcing elements (mm)
Figure 2 - Bending strength as function of strip length

As well as the use of re-used
composite in the form of strips, the
use of shredded material also was
investigated. Shredded composites
yields flakes that are also oblong in
shape (see photo below) and can
therefore act as a reinforcement
in the same way as strips. The
advantage of shredding is that it
is a more economical process than
sawing the old composite into
strips. On the other hand, as can
be seen from Figure 2, the strength
that can be achieved in a new
products is on a lower level than
with the use of strips.
Re-use for retaining

walls in canals
There are a great number of canals
in The Netherlands. The manifold
canals originate from the fact
that large parts of the land were
reclaimed from the sea and canals
were needed for transportation but
also to remove drainage water. To
maintain the integrity of the shore
of a canal, generally a camp sheet Photo by/courtesy of BiinC
is installed that acts as a retaining
wall. Camp sheeting can be
manufactured in different ways and
using different materials, depending sheeting have a typical length of 3 It is the expectation that the new
on the depth of the water at the to 6 metres of which the retaining composite camp sheeting made
shore side, the height of the soil-wall height of the soil is typically one with EoL thermoset composite will
to be retained and the type of soil third of its length, the other part be extremely durable since the
(sand, clay, peat). Camp sheeting is being forced into the ground. The service life of composite products
in permanent contact with water, profiles have a cross-section with in wet conditions is reported to
both at the canal side and at the soil a typical thickness of 40 to 60 mm be 60 to 100 years [5]. Moreover,
side. Therefore the materials must and an effective width of 200 to 400 the new composite profiles can be
be long term water resistant. Both mm and are fitted with a tongue- engineered for a high mechanical
steel and tropical hard wood camp and-groove detailing to interlock strength, using the reinforcing
sheeting are degraded at the water with the neighbouring profiles. elements of the EoL composite in
surface within 20 years and have to Although tropical hard wood has combination with virgin material.
be replaced. The photo right shows a relatively high durability in wet Paradoxically, two drawbacks of the
a degraded steel camp sheeting conditions the life-time under re-use of EoL composite principle
(Photo by/courtesy of BiinC). these conditions is limited to 20 work to the advantage in the design
years maximum. Moreover, it is of these new camp sheeting. The
Medium size camp sheeting is undesirable to use tropical hard first drawback is the relatively heavy
generally constructed as so-called wood because of the strain it puts weight of the new composite,
sheet-piling: interlocking profiles on the rain forests. Therefore it was the second is the limitation to flat
of tropical hard wood which are investigated whether these tropical designs like profiles and panels
vertically installed into the soil using hard wood profiles can be replaced because of the relatively large and
a vibrating hammer block. Tropical by composite profiles made from re- oblong elements.
hard wood profiles used for camp used EoL thermoset composites.

Production and Photo by/courtesy of ‘t Harpje
installation of profiles
A grant was obtained from

the province of Flevoland for
a demonstration project using
the methodology of structural
reuse of composites. In this
project Windesheim partnered
with the Dutch water authorities
‘Zuiderzeeland’ and the infra
technical building company
Reimert Bouw & Infra. The aim of
the project was to produce 80 sheet
piling profiles for the installation
of a retaining wall near a lock-gate
in Almere. Obsolete polyester boat
hulls were supplied by the boat
dismantling company ‘t Harpje -
see photograph right (Photo by/
courtesy of ‘t Harpje).
In the first processing step, the hulls

of the obsolete polyester boat hulls
were torn into large panels.
In the second step, these panels are

sawn into long strips. In addition to
panels many irregular composite
parts were obtained that could not
be sawn into strips. These parts
were shredded into flakes.
For the production of the camp sheeting profiles a combination of sawn strips and shredded flakes was used as reinforcing
elements. In total 80 profiles of 3.5 meter length were made using vacuum-assisted infusion under foil using steel moulds.

As with the tropical hard wood profiles, the profiles made with EoL Future outlook
material were fitted with a tongue-and-groove system for mechanical
interlocking with neighbouring profiles. The production of profiles for camp
sheeting using the principle of
structural re-use of EoL composites
proved the technical feasibility of
the methodology. These profiles,
however, were made with the
relatively labour-intensive method
of vacuum-assisted infusion under
foil, which made the products too
expensive to be of economical
interest to the market. The market
potential should therefore be
explored by investigating a different
set of products using a wide variety
of production methods. In the next
development phase, automated
production methods will be
investigated as well as products like
supporting beams and building
panels as these hold potential for the
re-use of EoL thermoset composite
principle as described in this article.
At the Beatrix lock-gate in Almere, The Netherlands the 80 profiles were used References
to install a camp sheeting. The placement process, vibrating the profiles into
the soil with a hammer block was experienced by the crane operator to be as [1] Update on Recycling
easy as with the traditional profiles made of tropical hard wood. ACMA Global Composite Recycling Workshop
Paris, March 7, 2016.
[2] Composites Recycling Made Easier.

EUCIA-Publication, 2012.
[3] I.M. Daniel, O. Ishai

Engineering Mechanics of Composite Materials
Oxford University Press, 2006
ISBN 0-19-515097-X
[4] A. ten Busschen

Structural Re-Use of End-of-Life
Thermoset Composites
Reinforced Plastics 61/3, 2017, pp 187-191
[5] S. Halliwell
Fibre Reinforced Polymers in Construction:
Durability
BRE Report IP10/03, September 2003
ISBN 1 86081 635 5
Biography of Dr. Ir. Albert ten Busschen

Dr. Ir. Albert ten Busschen (Zwolle, 1966) has a vast experience in the development and production of composite
About the author
products and building products. After his study and promotion on composite mechanics at the Technical University
in Delft he worked at PPG Fiber Glass Industries as manager of the application laboratory. After this, he directed the
wood building product department at SHR Wood Research and worked as R&D manager on wood-polymer composites
at Tech-Wood. Since 2005 he is Technical Director of Poly Products in Werkendam. In this company various composite
products are developed, produced and installed for which Albert has the technical responsibility. One of the successes
has been de CSC-certification of the Cargoshell composite container for which he has been the project leader.
Moreover, Albert was chairman of the Dutch composites association CompositesNL for eight years. Since 2015 Albert
has become associate professor on composites at the University of Applied Sciences Windesheim, The Netherlands.

INSIGHTS
This article republished courtesy of Marsh - www.marsh.com - the original article can be found at Q3 2017
http://bit.ly/2xTtJ7c
Ship Versus Ship

Collision Claims
COLLISION:
A FICTIONAL
SCENARIO
Imagine a chemical tanker
is proceeding towards
Singapore to discharge part of
its cargo. On the approach to
the port, it collides with a much
larger vessel, a containership.
The collision causes damage to
INTRODUCTION both ships; the chemical tanker
has some structural damage to
its bow and bulbous bow section,
Ship versus ship collisions are often dangerous events but the containership is more
with the potential to bring areas of difficulty to insurance seriously damaged, with two large
puncture holes, one high above
claims that clients may not be prepared for. the waterline, the other below.
While such accidents may be Early engagement with insurers,
Because of water ingress,
relatively infrequent, it is important legal representation, technical
the containership begins
that clients take proactive steps to survey experts, and crew
to list and the services of a
manage these situations and avoid are vital components in the
competent salvor are required
detrimental outcomes. management of collision cases.
to stabilise the vessel and take
Failure to act efficiently and Here, we discuss the key areas that it under tow to a safe berth.
appropriately could: may be common to such events
There are no reports of pollution
and, using a fictional account of
• Jeopardise the ability to recover or bodily injury to the crew,
a collision incident between two
in full under the collision liability but local authorities decide to
vessels, we examine some of those
insurance. undertake a full investigation into
issues through the lens of a hull
the circumstances of the incident.
and machinery policy. We will
• Undermine future strategies that
assume that the policy is written After a technical assessment,
seek to minimise liability towards
on the basis of the Institute Time it is determined that the
the opponent(s).
Clauses (1/10/83) and where containership will need to be
• Result in unwanted legal and clause 8 has been amended to temporarily repaired at the
jurisdictional complexities. include 100% collision and not a emergency berth. Thereafter,
three-quarter share of liability, it will have to make a short
• Create avoidable delays and as is the default position. voyage to an appropriate
additional financial exposures. dry-dock for repairs.

INSIGHTS Q3 2017
Early
engagement
with insurers,
legal
representation,
technical
survey experts,
and crew The likely total time for all repairs often include costs relating to
to the containership is 30 days. repairs that did not arise from the
are vital By contrast, it is determined that
collision. Any contemporaneous
expert evidence that shows the
components the chemical tanker can be repaired
quickly, in as little as two days.
actual damage resulting from
this incident alone may prove to
in the Assuming that the chemical tanker
be a valuable tool for ultimately
reducing the opponent’s claim.
belongs to our client, here are
management some of the considerations to
which we attach the greatest
The surveyor may also be
instructed to conduct a separate
of collision importance. They are presented
in no particular order.
“speed and angle of blow” survey,
which will attempt to provide
cases. SURVEYS
preliminary answers on the course
and velocity of both vessels in
the moments before impact.
In the aftermath of this Again, such data is not intended
significant collision, hull insurers to decide on issues of liability,
will want to appoint a surveyor. but will be an aide in the discussion
Predominantly, the surveyor’s process between both sides.
role will be to assess the damage
Ideally, the surveyor should
to our client’s vessel, advise on
maintain contact with the
options for repair, and report on
containership owners and seek
the facts leading to the collision.
an invitation to any repairs they
The surveyor would not be expected
carry out. Again, this is to ensure
to offer an opinion as to which
that the repair costs (which form
vessel is more or less liable,
part of the opponent claim)
or to speculate on the causes of the
relate solely to the collision.
collision, particularly when such
commentary would be unsupported There is no obligation on the
by evidence at such an early stage. opponent to allow anyone access
to their vessel; however, more often
The surveyor may also be called
than not, ship-owners and their
upon to perform a “without
insurer interests will
prejudice” survey on the
co-operate in an effort to maintain
containership. This will provide
professional and amicable
an insight into the damages
discourse with one another.
sustained by the collision
“opponents”. It is an unfortunate
fact that opponent claims can

INSIGHTS Q3 2017
ADMISSION OF This is perhaps best explained by EVIDENCE

using some numbers in our scenario:
LIABILITY PRESERVATION
Imagine that the total claim put
It may be a very obvious point, forward by the containership The lawyers will interview the
but there should be minimal owner is US$8 million, comprised crew of the chemical tanker and
contact with the opponent. of several repair elements and give advice on the gathering
Under no circumstances should including a substantial amount and preservation of evidence.
any communication be sent that arising from loss of use of the vessel. Among other things, the lawyers
admits or infers an acceptance should help our client and their
of liability. To do so may severely Let us further imagine that our crew with the following:
jeopardise a client’s ability to client’s damages amount to
recover under their insurance a minimal delay to trade and • Taking legible, concise notes
policy. Any communications with US$300,000 in terms of a repair bill. relating to the incident.
opponents need to be managed The notes should not contain
carefully, and this is usually Furthermore, imagine that liability any subjective terms or
part of the lawyer’s remit. is determined as 80/20 in our favour. offer opinions. They should
simply record the facts and
Crudely speaking, this would still relative timing(s) of the
APPOINTMENT OF mean that: events. The notes should be
LAWYERS recorded as soon after the
Our client and their insurers pay: collision as possible so that
The assured will need to appoint a opponents cannot argue on
competent lawyer. The lawyer can US$8 million x 20% = a point of recollection.
help with a broad range of issues as US$1.6 million
part of the defence and/or attack • Instructing the crew to take
And the containership owner and photographs of the damages
strategy against opponents. their insurers pay:
In addition, the appointment will, to both ships and any other
in certain legal systems, create photographic evidence which
US$300,000 x 80% =
privileges that protect the right of might be of use in the long term.
US$240,000
a client to communicate with their
• Retrieving electronic data from
legal team without the fear that This would result in a net
the electronic chart display
those communications will later be contribution from our owner
information system (ECDIS)
disclosed to third parties as part of and their insurers to the
and voyage data recorder
the litigation process. containership of US$1.36
(VDR). This can be a difficult
million, even though they were
While it is clear to our clients process and may require
found to have played a very
that the damages to their ship are the services of a specialist
minor role in the collision.
not substantial, it is also obvious data retrieval company.
that the total damages, physical
The appointment of the lawyer • Taking copies of charts
and financial, suffered by the
should be agreed with the hull and bridge notes.
opponent vessel are large. It is
insurers. In our example, the hull
too early to assess who is more or • Recording the information from
insurers will pay most or all of the
less liable for the collision, but if the GPS, course recorders, gyro
legal bill (subject to proven liability
the majority of the liability for the compass, radio systems, engine
under the policy), and if a conflict
collision is ultimately found to and weather logs, and radar.
arises between our client and
rest with our client’s vessel, then
insurers on the selection of legal
their contribution to the overall • Preserving the vessel
representation, compromise should
collision recovery will be very passage plans.
be achieved as soon as possible.
significant, heightening the need for
There will be much work to do to • If the collision occurred while
experienced legal representation.
protect a client’s interests, and, in under pilotage, establishing the
Paradoxically, even if our client has
our experience, side arguments on timeline of orders given.
only a small amount of liability for
the preferred choice of lawyer will
the collision, this could still lead to
be a distraction to the business of
a significant claim under their hull
building a firm case during those
and machinery policy.
early stages.

INSIGHTS Q3 2017
Under no • Instructing the crew to refuse

permission for anyone to
comes and goes. Ideally, any
authorised third party should be
board the vessel without accompanied by an appropriate
circumstances proper clearance. Ideally, that crew member at all times and
permission line should be given access only to parts of the
should any managed via the shore-based ship that are approved in advance
management/ownership. by lawyers and management.
communication A collision of this nature is likely
to attract interest from many
They should not be allowed
to talk to crew members
be sent that quarters. There may be attempts
by third parties to access the
or seek to arrange ad-hoc
interviews while aboard.
admits or infers vessel in order to gather evidence
in support of their own claims. Of course, some of these proactive
measures can be implemented
an acceptance A crew member will need to be
placed on watch to monitor who by the client in advance of
instruction of a lawyer.
of liability.
GUARANTEES/LETTERS OF UNDERTAKING
To do so may
On the basis of our example, it is In our scenario, the method
severely clear that, once the investigations by which opponents provide
by the local authorities have been security will depend on where
jeopardise a concluded, our client will be in a
position to remove their vessel for
the containership owners have
insured their vessel for collision
client’s ability repair and continue with the voyage
much earlier than the opponent
liabilities. If it is placed with a hull
insurer then our client is likely to
to recover containership. One of our primary
considerations will be to ensure that
see an offer of security on the basis
of a letter from the opponent’s
under their the assured has adequate security
from the containership interests
hull insurers confirming they
will provide coverage under their
to cover their losses arising from collision liability insurance for the
insurance the collision, regardless of how assured’s losses, subject to proving
the apportionment of liability their claim in terms of quantum
policy. will ultimately play out. It would and liability. If the hull insurer is
be sensible to try and obtain the unable to offer a letter directly,
security before the opponent they may utilise the services of
vessel departs for repairs and/ a surety company to provide a
or continuation of voyage. This is collision security on their behalf.
simply because, if the opponent will
not offer security, one of the options If the containership’s collision
available to the assured would be to liabilities are placed with a
“arrest” an asset belonging to them. protection and indemnity (P&I)
The easiest asset to arrest at that club, then the assured should
moment in time is the other vessel, expect the security will be
and the simple knowledge by each provided in the form of a club
side that this could happen usually “letter of undertaking”, which
provides enough encouragement will do much the same thing as a
to find a means to provide the guarantee from a hull insurer.
appropriate security. As a brief
It is not necessary to provide the
note of caution, an arrest should
owners of the containership with a
be a last resort strategy. There are
precise value of our client’s claim.
consequences for initiating an
Indeed, at such an early stage it is
arrest that is ultimately proven
unlikely that either side will have
to be “wrongful”. Again, this is
a clear idea of their total global
a complex legal area where the
recoverable losses.
lawyer should advise further.

INSIGHTS Q3 2017
But the figure should at least have a And, for every action which our LIMITATION
sense of realistic endeavour about client takes in securing their
it and reflect the likely full amount losses, the same reaction can In our example, we can see that
of our client’s damages, plus an be expected from the owners of the losses of the containership are
appropriate margin for error. the containership. They too will likely to be quite large. As such,
It should be remembered that want to ensure they have the there may be an opportunity for
a letter of security is simply protection of security and that our client to limit their liability
a mechanism by which the it is in a form and of financial under the applicable Convention
opponent insurers can demonstrate standing acceptable to opponents. of Limitation of Liability for
future payment of properly
Generally speaking, hull insurers Maritime Claims.
proven losses up to an agreed
sum, and is not a promise to pay for marine collision liabilities A successful limitation action
a fixed sum without question. are not under an obligation to effectively caps the maximum
provide security. More often than amount that a valid entity, such
The lawyer should advise the client not they will assist the client, as a ship-owner, ship manager,
whether the offer of security from but, again, much will depend on or charterer and their insurers
the containership interests is fit for who the hull insurers are and will have to pay to an opponent
purpose. Among other things, they what the insurance policy says. following a collision. The ability
will need to consider the following:
to limit is dependent on several
• Is the guarantee provider
JURISDICTION criteria, including:
financially secure?
A competent maritime lawyer • The type of vessel.
• Is the security correctly should also advise the client on
• The vessel’s tonnage.
worded and conforms to issues of jurisdiction. At the time
known standards? when parties in a collision are • The type of claim.
agreeing on the form of security
• Is the quantum of guarantee to exchange with one another, As one might expect, this is a
sufficient to meet the they should also be determining hugely complicated area and
assured’s global losses which jurisdiction will apply in the one which we could devote an
arising from the collision? event that they cannot ultimately entire adviser to. Suffice to say
resolve the claims between them that, if this is a valid avenue
If it does not bear scrutiny, amicably and the matter must of enquiry, we would expect
the lawyer may recommend proceed to trial or arbitration. lawyers to offer advice on
that security should be obtained
the feasibility of instituting a
in an alternative form, such as
limitation fund as part of their
a bank or cash guarantee.
overall suite of guidance.

INSIGHTS Q3 2017
COLLISION • Intercede early on issues that DISCLAIMER AND

could de-rail strategy, such as
LIABILITIES SPLIT facilitating early agreement FINAL WORD
BETWEEN HULL AND between insurers and clients on
appropriate legal representation. This is a general guide only and
P&I INSURERS the example given is fictional.
• Provide detailed advice on As such, it describes a very
As stated, we have considered this options for arranging security to particular circumstance in
subject in the context of a hull an opponent. This will include the broad field of a technically
insurance policy that responds the management of information difficult subject. The content is
for 100% of collision liability. needed by a third-party surety not meant to be used as generic
However, it should be remembered company, if that is the most advice for all collision claims.
that, in its unamended form, the realistic method of arranging Each instance involving ship
Institute Time Clauses (1.10.83) acceptable collision guarantees versus ship collision will have its
only cover 3/4ths of that liability, on the assured’s behalf. own distinct characteristics, and
the remaining 1/4th usually residing clients will need to take advice
with the vessel’s P&I club. • Ensure full engagement by based on those particular aspects.
In such a situation, care should be collision liability insurers at all Marsh is not authorised to
taken to ensure that the club and key stages. Efficient decision provide legal views and nothing
hull insurers are kept together making offers the best chance within this communication
throughout the process, and of proactively managing the should be taken as such.
whichever party takes the lead assured’s best interests. We would always recommend
role, they should be encouraged to that on areas of law, clients
seek the other party’s approval at • Maintain lines of communication
should seek an appropriate
all key decision-making stages. between all client acting parties.
legal opinion from a reputable
This includes management
and qualified source.
of dialogue between hull and
THE ROLE OF P&I insurers in circumstances Further information:
MARSH’S CLAIMS where the insurance for collision
ADVOCACY liabilities is pooled. TONY MAYLE
• Be alert to the needs of our Marine Claims Advocate

The highly experienced Marine tony.mayle@marsh.com
client’s business. In the early
Claims Advocacy team at Marsh +44 (0) 207 178 4389
stages of a collision incident,
assists clients in navigating through
this means the urgent repair of
the dangers presented by these
the vessel and/or continuance
often difficult claims. Once we
of the intended voyage, with
have been notified, we will appoint
the minimum of inconvenience
a claims advocate who will act as
and financial loss arising from
a single point of contact for our
avoidable delay.
client, overseeing the claim to its
conclusion. Among other things,
the advocate will:
• Review the performance of

third-party service providers,
such as surveyors appointed
by insurers, and ensure that
the content they deliver is
appropriate and within remit.
The information contained herein is based on sources we believe reliable and should be understood to be general risk management and insurance
information only. The information is not intended to be taken as advice with respect to any individual situation and cannot be relied upon as such.
In the United Kingdom, Marsh Ltd is authorised and regulated by the Financial Conduct Authority.
Marsh Ltd, trading as Marsh Ireland is authorised by the Financial Conduct Authority in the UK and is regulated by the Central Bank of Ireland for conduct
of business rules.
Copyright © 2017 Marsh Ltd. All rights reserved. GRAPHICS NO. 17-0636

Teignbridge Propellers
International Ltd
and ETI working on
£3m high-efficiency
propulsion technology
demonstration project.
The Energy Technologies Institute targeted by the project include bulk custom designed propellers.
(ETI) has commissioned Teignbridge carriers, product tankers, ferries, With its end to end, propeller
Propellers International Limited container feeders and offshore design and manufacturing facility
to deliver a £3m project spanning service vessels, but it is anticipated (including a foundry), Teignbridge
two years in its HDV Marine that the technology will have an is ideally placed to carry out the
efficiency programme. The principle impact beyond this group. project. Teignbridge produces the
project objective is to develop C-Foil propeller, a market leading
and demonstrate a High Efficiency Based in Newton Abbot, Devon, performance propeller for the
Propulsion System (HEPS) for ships Teignbridge is the largest propeller leisure and small commercial vessel
which will reduce fuel consumption and stern gear producer of its market. The project will enable the
and associated carbon dioxide kind in Europe. The company company to take learning from this
emissions by at least 8% across specialises in the design and sector, develop two new proposed
the representative UK fleet. Vessels manufacture of high performance innovations in propeller design

and apply that knowledge and identified the most promising There are approximately 150 large
technology to the development technologies to pursue following shipyards in Europe. Around 40 of
high efficiency ships propeller. comprehensive studies on fuel them are active in the global market
efficiency savings options. for large seagoing commercial
The ETI is a £400m industry and vessels, with a market share of
government funded research During the initial stages of around 6% in terms of tonnage and
institute into low carbon energy the HEPS project, Teignbridge 35% for marine equipment. Europe
system planning and technology undertook an extensive review of along with regions such as Vietnam,
development to address UK energy existing propulsion technology Philippines, Indonesia, Canada, USA,
and climate change targets. as well as technology under Russia, South America, Australia,
development. This work included and India will be priority regions
Deborah Stubbs, project manager for the investigation of manufacturer for selling the Teignbridge HEPS
the ETI’s High Efficiency Propulsion efficiency claims as well as analysis technology in the new build market.
System Project said: “Unlike other of competition to the proposed
forms of transport, it is difficult Teignbridge technology In the alternative and niche
to replace fossil fuels in marine markets, Teignbridge will be
vessels with low carbon alternatives In order to define a successful targeting smaller commercial
so increasing fuel efficiency will marketing plan for the HEPS vessels. Although this sector
become progressively more technology, Teignbridge has only accounts for 1% of world
important if emissions and costs carried out an extensive review tonnage, it represents 37% of
are to be reduced for the shipping of the marine propeller market to vessels numbers in the world fleet.
industry. This project will develop a identify the target market sectors The alternative and niche market
commercially viable product suitable which represent low barriers to includes the thruster market, work
for a wide range of vessels types entry and those which present the boats, inland waterway vessels,
and capable of being retrofitted greatest long-term opportunity. deep sea fishing and military
to ensure it is attractive to ship Based on the current structure vessels. Teignbridge already has a
owners and operators. It is one of a of the marine propeller market, strong market presence in these
number of demonstration projects three market segments of retrofit, sectors and is known to most
the ETI is running which, when used new build and alternative & niche shipbuilding yards and owners.
in combination, could reduce fuel markets will be targeted. Teignbridge will target a market
consumption by up to 30% and cut share of 7.5% in five years.
the carbon emissions from shipping In the retrofit market, Teignbridge
in a cost-effective manner.” has identified 17,000 medium Teignbridge is currently building
to large size vessels which could a research test vessel which will
David Duncan, the chairman benefit from the new HEPS be used as part of the ETI HEPS
of Teignbridge Propellers technology. The European market project to test and evaluate
International Limited said: “We are was found to be the priority prototypes of the proposed
delighted to have been selected market region, with the Greek technology. The purpose-built
for this technology development market showing the highest catamaran research vessel
and demonstration project, it fits potential, followed by the UK, is designed with a test cell
well with the company’s research Germany and the Netherlands. The comprising of a moon pool and
and development strategy and medium term expected impact of instrumented, retractable podded-
plans. Teignbridge Propellers has the HEPS technology on UK fleet propulsor with at- sea propeller
an excellent engineering design carbon dioxide emission reduction change capability. The vessel will
team and a background of design is expected to be in the order 1.5%. operate as a floating laboratory
development. The project will be and is believed to be the first of its
helped by the use of the dedicated Despite a challenging global market, kind. It will be capable of testing a
research test vessel presently orders for new ships continue to range of propellers and propulsion
under construction for Teignbridge be placed on an almost daily basis equipment from slow speed with
Propellers. The selection by the ETI and customers are demanding high bollard pull, to high speed
is a recognition and endorsement increasing fuel efficiency and operation up to 40 knots.
of the company’s abilities.” reduced emissions from these new
ships. The number of annual new
In January 2017, the ETI published build orders is currently estimated
an insight paper which analysed at 150 for medium to large vessels
the UK shipping fleet and the – Teignbridge has identified the
potential opportunities for ship current market slow down as an
owners and operators to reduce opportunity to access new markets
their CO2 emissions. The paper through innovation.

HSE Plaza
July 2017

Annyeong
haseyo, my name is Peter Broad,
I am currently Site Manager for
K-Line LNG Shipping (UK) Ltd /
Many of you may not know
that we are now entering a new
Chandris (and Manging Director phase of ‘cooperation’ between
of Broadreach Marine Ltd); I have 3 main shipyards, oil majors and
worked in Korean Shipyards, in shipowners in Korea through Korea
various positions for Owners and Offshore & Shipbuilding Association
Class, since 2002. In that time, (KOSHIPA) and a program of
I have seen the rise and fall of shipyard safety standardization.
commercial shipping and offshore This initiative is sponsored by the
order books over those years. Korean Ministry of Employment
During this time, we have always and Labour and Korea Shipyard
seen a common trend in HSE Safety Standardization (KSSS).
BY PETER BROad, standards. We have seen HIGHER In a recent conference held in mid-
standards applied on Offshore June the statement form KOSHIPA
Site Manager, Projects, many times because stated that it expects shipyards to
K-Line LNG Shipping (UK) Ltd the Owners have very strong and implement a HSE management
robust HSE requirements in their system and safety culture by
contracts and specification and applying a single improved safety
employ many HSE professionals standard and building a unified
within their Site Teams. While training database for all employees.
in commercial shipping HSE
Standards have been at a level During the conference, we heard
that, in comparison to the offshore from the three main shipyards
construction market are a lesser about their roll out and application
standard while at the same time of the common standards. Needless
remaining the KOSHA accepted to say, this is going to take some
standard for all of Korean considerable time.
Commercial shipbuilding. There are
also the variables, because many While we all support positive
Commercial Ship Owners do not safety initiatives, there is a real
include strong HSE clauses in their concept known as the ‘Bubble
contracts and do not employ many of Compliance’. This applies to
HSE professionals within their Site HSE and Quality systems. It is
Teams, while the Offshore owners human nature. The concept is that,
pay a premium for the Offshore HSE while there is focus on applying a
standard. However, if we talk with standard the quality is maintained
the Yards, we are told that there (within the bubble), but when the
are little or no differences between focus is removed then the bubble
commercial shipping and offshore bursts and we revert to a lesser
HSE standards. level – (the Production Norm in
many cases) this often this means
NON-COMPLIANCE.

This can be seen on a daily basis shipowners need to be made aware not see the huge benefits of a
when attending many out-side of KSSS and start to include this positive HSE culture within the
subcontractors. They are all able as a baseline standard within their Site Team to influence shipyard
to produce great material at the Shipbuilding Contracts. A first step production quality. HSE Staff
time of an initial Audit (within to achieving this is for the shipyards in a Site Team are considered
the bubble), but when it comes to include KSSS as their standard as a ‘COST’. This lack of HSE
to actual onsite maintained HSE policy or at least make awareness on their part, in my
safety and quality culture this is potential clients aware of the “new opinion, is adversely affecting
where the bubble deflates and common standard”. the positive efforts of others and
non-compliance creeps in and lack of consistency is confusing
when accidents happen. The Ship owners also need to realize to the shipyards.
pressure of Production Schedule that they too have a responsibility
verses following HSE standards is to ‘help’ maintain a positive safety HSE standards in Korean Shipyards
always a conflict on a daily basis culture within Korean Shipbuilding, have in recent years, not been
and puts pressure on the Bubble by providing positive safety good, with too many major
of Compliance. leadership for their Site Teams incidents and loss of life.
and employing dedicated safety
While we commend KOSHIPA and professionals within their teams. In It is my hope that KOSIPA and
KSSS for the latest initiatives, unless this way, a ‘Bubble of Compliance’ KSSS can redress these recent
there is a shift in cultural awareness can be developed and maintained poor trends and that Korean
of SAFETY the implementation of on a Project by Project basis. Shipbuilding can re-establish itself
KSSS standards will struggle to be back into top position in global
adapted. It will just be another With all the many recent financial shipbuilding. We must all work
Bubble of Compliance which cutbacks, we have seen less HSE together to achieve this.
will deflate when all the current professionals employed in the
team members move on to other Commercial Shipping Site Teams. Please see the following link to
projects or leave Korea. Also, more Many commercial owners do KSSS: ksss.koshipa.or.kr

Cargo liquefaction:
“Death by Poor Sampling”
and
“Canning the Can Test”
The Wolfson Centre specialises There is plenty of anecdotal
in dealing with “dry” bulk cargo evidence that cargo certificates
materials (though some are sometimes get falsified in order
anything but dry!), undertaking to get a cargo loaded when it isn’t
studies including forensic fit. Undoubtedly there are some
investigations of cargo movement surveyors that will do this for a
and quality problems as well fee, but also coercion can happen
as analysis and design of port - stories of cargo surveyors being
facilities for these materials. Not taken out and beaten, or their
uncommonly in liquefaction events, families threatened at gunpoint,
the cargo certificate showed a are not unknown. However this
Moisture Content (MC) below the doesn’t seem to be the whole
BY Prof Mike Bradley certified Transportable Moisture story, and one of the problems
Limit (TML) - but after the ship put we know about is that of getting
The Wolfson Centre for Bulk to sea, the cargo liquefied even meaningful samples of cargo to
Solids Handling Technology though in theory, it should have test. The value of the reading
University of Greenwich, been safe. The question is – why from a test on a cargo sample is
did this happen? The IMO code only as good as the sample – and
London, UK provides, in theory, a protocol to in practice, many samples are not
ensure it shouldn’t happen. very good.

Cargo heterogeneity and sampling
Trying to get a sample from a big pile is a problem. Stockpiles are always highly heterogeneous, especially if made of
unprocessed materials like raw ores with a wide range of lump sizes:-
In the photograph above, a small sample on the actual pile to be for both TML and MC tests, these
stockpile was formed against a loaded, within 10 days before represent the stockpile as a whole.
glass plate in our laboratory; it was loading. Due to the inhomogeneity, But different parts of the stockpile
built using a well mixed stream of these two separate samples will could be quite different in size, and
salt (white particles mostly 2-3mm have different size gradings, and loaded into different holds. It’s not
diameter) and mung beans (brown potentially very different behaviour, uncommon to find cargo liquefies
material about 6mm diameter). But so the measured TML can relate in only one hold and is secure in the
as the stockpile forms, the larger to material with a very different others – which may be partly due
particles roll more readily down the behaviour from the MC sample. to this.
rough surface of the heap, so they The limited data we have been
finish up at the bottom and outside, able to get on the variation in The need for awareness
whereas the fine particles do not both values measured through and quantification of
roll so well, hence accumulating a stockpile, has shown changes heterogeneity
more in the middle. Most real much bigger than specified “safety This matter of bulk heterogeneity,
materials have a wider size range margin” between MC and FMP. sampling errors and the meaning
than these two materials, so it is Basically the value of any such of data from samples, has long
obvious that most real stockpiles sample, and any comfort drawn been of great importance to us at
will be highly segregated internally. on it in relation to the safety of the The Wolfson Centre because we
There are special methods for ship and crew, may in many cases do a lot of work in cargo quality.
building stockpiles in a way that be simply an illusion. However, there seems to have been
minimises the separation, but we no consideration of what it means
have never seen this done at a port. The only way to get a truly for the IMO protocol for group A
representative sample of a stockpile cargoes. When the sampling error
Taking a sample from a large pile is to sample the stream that it is bigger than the specified margin
segregated like this, is impossible. is built from, over its full width, of safety, which it has been in
Even if you try to dig into it, you many times through the entire cases we have analysed, safety is
can’t go in far enough to get to the stacking operation, preferably with seriously compromised.
centre; and it is the centre where a mechanical sampler. In a few
the material is finest, often wettest, industries this is done routinely For raw ores like nickel ore, the
and therefore most dangerous from (the guide “Recommended Best danger of large sampling errors is
a liquefaction perspective. Take a Practices for the Sampling of Dry worse because the material is more
sample from the outside and it will Bulk Fertilizer Shipments” by the likely to vary from different parts
be coarser, more free draining and International Fertilizer Industry of the pit, and has a wider range
therefore usually drier. Also bear Association is a good guide to of sizes and moisture contents;
in mind that according to the IMO proper procedure) but for ores and whereas for processed materials
protocol, the TML is determined coals this is almost never done due (even separated fine iron ore) there
from a Flow Moisture Point (FMP) to the cost, time and difficulty. is a degree of “standardising” that
test on a sample and is valid for 6 goes on in processing the cargo,
months for the same cargo flow, Also, it must be recognised that so the FMP will vary less. However
whereas the MC is taken from a even if true samples are obtained both the MC and FMP will still

vary to some degree throughout For certain cargoes and loading replace the “can test” at low cost,
any cargo. Therefore, we believe operations we feel this is especially is easy to use by a non-specialist
there is a case for a campaign of important, again for example raw and shows not just when the
awareness of this problem, and ores which have a high likelihood MC exceeds the FMP, but when a
an investigation of the sampling of a significant sampling error, at predetermined margin between MC
errors that are present in practice. ports where there is frequent rain and FMP is present – ie when the
How bad is it for different cargoes? on the cargo during loading, and sample is actually “safe”. Essentially,
Which cargo flows are the one ones especially where the loading takes instead of measuring the moisture
at high risk due to heterogeneity place slowly using double-handling in the sample and comparing
and sampling errors, and which are via barges so has great exposure to against the moisture level at which
not? Much work has been done to weather. The value of the FMP and another sample becomes saturated,
get accurate FMP tests. Much work MC tests and the safety given by the test uses Archimedes principle
has been done to try to understand certification will always be doubtful to measure the air voids within the
liquefaction better – the recent in certain cases. Also, masters know sample when densified. If, when a
work of the Global Bauxite Working full well that a cargo certificate material is compacted, there is still
Group, convened following the could be falsified. a definite amount of air present
loss of the Bulk Jupiter, is an between the particles, then it
exemplary piece of science and These are the cases when a test that cannot become saturated so cannot
very illuminating regarding how could be performed by the master liquefy. Determining a definite
bauxite can behave; it also makes during loading, would act as a “last amount of such air voidage gives a
interesting recommendations on line of defence” against loading a definite indication of safety margin
predicting the danger for any given dangerous cargo. The Intercargo on that very sample, so it eliminates
cargo, but the measurements still 2012 note “Nickel Ore – Stop, Think, the double sampling error arising
rely on samples. All the evidence Verify” is very explicit in stressing from the MC and FMP being
we have, is that the inaccuracy in that that certification alone is NOT determined on different samples.
sampling is sometimes (maybe enough, and vigilance during
frequently) so big as to defeat loading is essential. However, We believe that such a test could
the best of current protocols. The the problem is that the “can test” also be used shore-side on samples
industry needs to start looking at is really the only quantification from a stockpile, to evaluate the
this sampling error problem just option a master has to do this, but safety of a cargo prior to loading.
as seriously as we have all been as the note points out, the can test It would be cheaper and faster to
looking at FMP measurement. cannot show that a cargo is safe – use than the current oven drying
it only shows when the margin of test, requiring less specialised
At the very least, the matter of safety in a sample has been eroded equipment, and shows whether
stockpile heterogeneity and its completely so that the MC is above there is an acceptable margin
effect on the meaning of FMP and the FMP. In other words, a failed between MC and FMP on each
MC measurements due to sampling can test says “definitely dangerous” individual sample, eliminating the
errors, needs to be raised and whereas a passed can test says double sampling error arising from
awareness widened. “might be safe but not definite”. MC and FMP being measured on
The note recommends the use of different samples as at present.
An improved test the can test but rightly suggests Multiple samples would still be
for use ship-board that any failed can test should lead required – but the test would be
The current IMO code for to rejection of the whole cargo; in more reliable, and the sampling
group A cargoes stresses the practice we have known masters error less.
need for vigilance on the part to use the “can test” as a “go/no-go
of the master, crew and cargo tool for selecting portions of the Support and interest
superintendent to look out for cargo to accept and reject, against Taking either of these matters
signs that the cargo in dangerous, the advice of the note. A more forwards would require some
even if the certificated MC and reliable test would allow this to be support, at least to know that
TML are in order. This is especially done on a sound basis. there is interest in them in the first
stressed in the case of nickel ore. instance. Contact should be made
The protocol strongly suggests At The Wolfson Centre we have with the author of this article in the
the use of the “can test” as well been working on this and come up first instance, or via Ian Adams at
looking for as signs of “splashing”. with an idea for a test that could the Dry Bulk Terminals Group.

Chapter 1
Fifty Shades
of Law
A Surveyor’s Duty
Duty of Care, Opinion, Negligent
Misstatement, Immunity
Surveys and Valuations
s – “ If I we r e K ing”:
eyor ’s th o u g h t
Sur v
r v e y in g is ju s t the thing
Now su w ondering;
ts a fe ll o w
Which ge r y lo ts about
r s w o r
And sur veyo w it h o u t clout.
e y a r e
The fact that th ly I w ere King!
k If o n
Some thin “
o a n y thing!
c o u ld d
Then no one s a y I’m wrong
e g r ie f o r
To cause m e b e e n stung.”
c r y I’ v
To claim or ll y isn’t fair
u g h t: “ It r e a
He tho a ll y d o es care.”
when h e r e
To judge him
AA Eeyore

word –
s t a r t a brief iny”!
we ut
Before ity” – not “M
“Imm u n s and
d ” n o waday
re e ave
i s a “ ra re b i t n e sses h er
This er t w d ov
en exp ng sue oceedings
n o t e v t y f ro m b e i r
ni se of p
immu in the cour rule in the 11]
We shall n rs rk 20
ot matte g a landma s v Kaney [ the
but in a w start with the tale o w i n - J o n e u d
l e
ay the sto o
ry is really f pooh sticks fo l l e Co u r t c i s i o n ove r r ave
game of c r e m
laims - yo a little lik Sup sd e at g
wonder w ud e the 1 3 . Th i ro te c t i o n t h ro m
ho is goin rop your sticks and UK S C p yf
of the job g to win – th then ar- old munit in
and the fi 4 0 0 -ye i t n e s s e s i m y w h e t h e r
nish of liti at is the start p e r t w o f d u t t h e y a re
gation! ex r e ach e w hen
“So before r b n c g s.
you drop s u i t fo t o r n e g l i g e p ro ce e d i n
them y c a l
the rules,
duties an ou need to know contra ating in leg
ip
d obligati
ons” par tic
So here we start It can be difficult to restrict your

at the beginning – • always follow up all potential loss to a set figure
WHY DO SURVEYORS conversations in writing – or percentage of something
HAVE A DUTY OF CARE contemporaneous particularly when dealing with
TO THEIR CLIENTS? evidence! Vital in a dispute! consumers – there is a wealth
of legislation in this area but
This is the result of cases that have To add to this – always make sure unfortunately there is not time to
reached our Courts such as Hedley you “stick” to your brief and make deal with this today.
Byrne & Co Ltd v Heller & Partners sure your contract covers the work
Ltd [1964] AC 465 where the House you are going to undertake. A contract is formed when there is
of Lords said: offer, acceptance and consideration.
“.. if in a sphere where a person The Contract – Its Importance – If you wish to apply a clause you
is so placed that others could when is it formed? have to have had it incorporated
reasonably rely on his judgement Importance of incorporation into a contract before acceptance
or on his skill or on his ability – too late if put in the report – but
to make careful enquiry, such If you are going to undertake a don’t fall foul of misunderstanding
person takes it on himself to give condition survey and a valuation the difference between a contractual
information or advice to, or allow survey, check and ensure your clause and a caveat in a report:
his information or advice to be contract with your client covers
passed on to another person who, (states) both activities – condition Example in a contract:
as he knows or should know, will surveys and valuations – you may
place reliance on it, then a duty of have two contracts with your client. • The Surveyor will not be
care will arise” responsible for any losses
A valuation survey contract may arising from a change in market
So this is the starting point of duty contain the following clauses: value due to geographical
of care. This statement applies location of the Vessel.
to all professionals, surveyors, • A clause to restrict your total
architects, engineers, lawyers etc. potential loss arising from Example of a caveat in a report:
– it is not exclusive to surveyors – providing a valuation
so as lawyers we are taught, • Limiting liability by removing • This valuation is based on
amongst other things: responsibility of change in the value of the Vessel at
value because of a change in the location it was valued
• never to give opinion as a a vessel’s location for this report and at no
favour – don’t do favours • Limiting or restricting liability other geographical location.
• stay professional because of market forces You should be aware that
• where applicable use • Excluding liability or loss geographical location may
necessary caveats arising from title problems affect the sale value of a vessel.

A contract is formed by offer, Determining the Loss provide in the circumstances, and
acceptance and consideration not quasi legal advice such as by
– and of course requires Cost of Repair v Diminution in providing opinion on whether a
incorporation of all you wish to Value! Determining the Measure person or entity may be liable or
include before acceptance by of Damages negligent – this is for lawyers and
your client. barristers to determine in their
It depends on the circumstances conclusion on the facts you and
Many clauses are included in and what you were undertaking. If others provide combined with case
contracts that a Court will not a condition survey was undertaken law which is their domain. So a
uphold – frequently because of often the claim is for cost of repair simple example is:
consumer law – but they are if they are reasonable but equally it
still included. can be argued diminution in value Surveyor:
or purchase of a replacement vessel.
The X was tied in an XYZ
The Next Elements for If reinstatement costs are method which is not
unreasonable in all the commonly found in the UK
Determining Liability circumstances then the measure and this method has a greater
and Quantum of Loss of damages will generally be frequency of failure with ZZZ
diminution in value. high tides.
After a Duty is identified then there
has to be a recognised breach Harrison and others v Shepherd The Lawyer/Barrister:
of Duty of Care, followed by Homes Ltd and others [2011]
Causation (a slippery devil!) and EWHC 1811 (TCC) As X was tied in an XYZ method
then identified Loss. which is not commonly found
in the UK and has a greater
Breach of duty is based on fact Keep To Your Area of Expertise frequency of failure with ZZZ
and what would normally be high tides, your client should
expected combined with case Don’t be tempted by clients to have known that ZZZ high
law; interestingly the most go outside your expertise. It is tides occurred at ABC location
important part CAUSATION is often not uncommon for client’s to ask and so your client should not
overlooked. What was perhaps a legal question or lead you into have allowed the X to be tied
missed or a negligent statement those realms – keep to providing in an XYZ manner and so was
relied on has to cause the loss. If facts and opinion that a surveyor negligent in allowing the XYZ
for example a vessel is purchased would ordinarily be required to method to be used.
before the client receives the survey
report, there is an argument for
no reliance on the content (or at
least some depending on what was
discussed between surveyor and
ES
A FEW ENDING TAL
client before purchase) and hence
no causation and no liability. So
a negligent misstatement can be
n,
made but if not relied on then there
m em be r an yo ne can have an opinio
Re er yone
it may be, and ev
is no liability for losses.
right or wrong as fact.
m ak e a ne gl ig en t misstatement of
can
lk
ye rs ) w er e al w ays told “don’t ta
We (l aw
ls have ears!”
Karen Brain law in pubs! Wal
ACII, Solicitor (Non-practising)
Managing Director
Matrix Insurance Services Ltd

Tel: 01892 724060
enquiries@matrix-ins.co.uk
Matrix Insurance Services Ltd and the authors of this presentation do not accept any liability for any errors or omissions in this article. The article is
for general information only and is not intended to constitute legal or insurance advice and should not be treated as a substitute for such advice.

NEW PRODUCTS Each quarter The Report brings you an update on some of the new pro-
ducts and innovations to hit the boating, shipping and maritime industry.
New diesel injector

set to change fuel
systems and reduce
emissions
A new type of injector for diesel engines
developed by a Swiss company, RK Lab
AG, is claimed to be about to change the
face of diesel engine fuel systems and at
the same time to reduce emissions.
At the heart of this new fuel system is the self-pressurised RK Injector which utilises the pressure from the
piston compression in the combustion chamber to power the injector and to provide a much more efficient fuel
spray into the combustion chamber. The diesel fuel is injected in about 180 tiny droplets under a pressure of
more than 5,000 bar.
Switzerland based RK Lab AG is developing this self-pressurising diesel fuel injector that the company said
has the potential to reduce engine emissions dramatically. The RK Injector is a direct replacement for current
common rail diesel fuel injection systems and offers a significant reduction in cost, weight, and both NOx and
particulate emissions, the company said. It is also claimed to offer 15% or greater fuel efficiency improvement.
“As a self-pressurising diesel fuel injector, the RK Injector receives its initial compression from the piston
compression in the combustion chamber. The RK Injector multiplies this initial combustion chamber pressure
within the injector and forces the diesel fuel into the combustion chamber at significantly higher pressure through
up to 180 tiny holes in the injector,” a spokesperson for the company commented.
For details: http://www.rklab.co.uk/
Innovative joystick
piloting system
Evinrude has launched a new joystick
piloting system designed for boats
equipped with two Evinrude E-TEC G2
150 to 300 HP engines. The iDock joystick
piloting system promises to be a game-
changer for the boating masses by
revolutionising low speed manoeuvring.
“Our goal with the Evinrude E-TEC G2

engines was to design a platform with
unlimited potential for continued enhancement and innovation,” said Olivier Pierini, Evinrude director of global
marketing and strategic planning.
“And by using technology that is already built into the engine, it is significantly more affordable than any other
joystick system on the market.”
Available on boats with twin Evinrude E-TEC G2 150 to 300 HP engines, iDock is the newest addition to the
Evinrude Intelligent Piloting System, a suite of Evinrude E-TEC G2 engine features which aim to make a more boat
easy and intuitive to operate.

NEW PRODUCTS
Wärtsilä hybrid power Largest

Global technology group Wärtsilä has introduced ever dual
what it claims to be the marine sector’s first hybrid
power module of its type, which aims to set a new prop from
industry benchmark for marine hybrid propulsion.
Suzuki
The Wärtsilä HY is a fully integrated hybrid power
module combining engines, an energy storage Suzuki Marine has launched its newest model,
system and power electronics optimised to work the DF350A. At 350 horsepower, this dual-prop V6
together through a newly developed energy 4-stroke is the largest, most powerful outboard
management system (EMS). Suzuki has built to date. In development for
more than three years, it represents a significant
Wärtsilä said there is a notable trend in the milestone in both engineering and design for the
marine sector towards hybrid propulsion Japanese outboard motor manufacturer.
solutions, which are anticipated to represent a
significant percentage of all contracted ships “We have put a lot of work into this new outboard
within the coming ten years. and we cannot wait to see how the market
responds. We have watched with great interest as
The new EMS represents the latest generation boats have gotten bigger, especially the centre
integrated control system and has been console market,” said Yasuharu Osawa, Executive
specifically designed for this application. It General Manager, Global Marine & Power Products
brings all the ship’s onboard systems together Operation, Suzuki Motor Corporation. “Not only
in order to provide increased operational that, but we’ve seen an increasing preference for
efficiency and flexibility, resulting in lower fuel outboards on all kinds of boats that used to be
consumption, reduced emissions and improved exclusively stern drive or inboard. The time is ripe
vessel performance. for this new outboard.”
Suzuki engineers achieved 350 horsepower while

still designing a compact, lightweight powerhead.
The engine displacement of 4.4 litres is matched
by a high-performance 12.0:1 compression
ratio, which Suzuki claims is the highest ever
for a production outboard engine. A unique
combination of cool air intake, dual fuel injectors
and a strengthening of the pistons has virtually
eliminated engine knock, a typical by-product of
high compression engines.
New Scania marine engine reduces emissions by up to 90%

Swedish engine manufacturer Scania has launched its 13-litre DI13M IMO Tier III compliant marine engine, which
is capable of running entirely on hydrotreated vegetable oil (HVO) fuel resulting in emissions of carbon dioxide
being reduced by up to 90%. Additionally, IMO Tier III requires emissions of nitrogen oxides (NOx) to be cut by
more than 70%.
The DI13M range utilises selective catalytic reduction (SCR) to help achieve its low
emissions. The technology is developed by Scania in-house and ensures minimum
emissions of NOx. AdBlue, a urea-based solution, is injected into the exhaust system
to convert toxic nitrogen oxides into water and harmless nitrogen gas. The engine is
available in a selection of power output steps from 257kW (350hp) to 405kW (550hp).
“When used for propulsion, the engine continues our industry-leading tradition of
delivering optimum fuel efficiency without compromising performance,” said David
Bamber, general manager, Scania Engines.

NEW PRODUCTS
New
underwater
mountable
thruster by
Schottel
Rolls-Royce and Svitzer demonstrate Schottel has further
expanded its portfolio
the world’s first remotely operated with the addition of a new
underwater mountable
commercial vessel thruster designed for offshore
vessels, rigs, cable laying
Rolls-Royce and global towage operator Svitzer have successfully vessels, offshore construction
demonstrated the world’s first remotely operated commercial vessel and crane ships. The 5.5 MW
in Copenhagen harbour, Denmark. The companies have also signed SRP 800 U rudder propeller
an agreement to continue their cooperation to test remote and can be installed afloat and is
autonomous operations for vessels, such as autonomous navigation, ideal for vessels that cannot
situational awareness, remote control centre and communication. be docked easily due to their
size or area of operation.
Earlier this year, one of Svitzer´s tugs, the 28m long Svitzer Hermod,
safely conducted a number of remotely controlled manoeuvres, RR Schottel has further
informed. From the quay side in Copenhagen harbour the vessel’s expanded its portfolio
captain, stationed at the vessel’s remote base at Svitzer headquarters, with the addition of a new
berthed the vessel alongside the quay, undocked, turned 360°, and underwater mountable
piloted it to the Svitzer HQ, before docking again. thruster designed for offshore
vessels, rigs, cable laying
See full article: http://bit.ly/2tt1sih vessels, offshore construction
and crane ships. The 5.5 MW
SRP 800 U rudder propeller
can be installed afloat and is
ideal for vessels that cannot
be docked easily due to their
Energy efficient propulsor size or area of operation.
“As a result of customer
launched by Steerprop requests, Schottel decided
to further develop the
Finland based Steerprop has launched a CRP ECO LM robust, well-proven rudder
propulsor featuring permanent magnet technology propeller technology in the
from The Switch to offer greater energy efficiency power range up to 5.5 MW,”
throughout its speed range. The lightweight propulsor said Roland Schwandt, sales
utilises a vertical PM motor, allowing it to sit inside a director tug and offshore
vessel hull. The motor is placed on top of the thruster, energy, Schottel.
which aims to make the unit compact and increase
efficiency without compromising on hydrodynamics. See - www.schottel.de
Mika Koli, business development manager at The Switch, said:

“Steerprop’s contra-rotating propeller units are well known for their
excellent hydrodynamic efficiency, in some cases delivering up to
25% less fuel consumption than single propeller, traditional electric
alternatives. By combining their unit with our PM motor, which gives
optimal efficiency throughout the entire speed range, we can take
vessel energy, emissions and cost savings to the next level.”
More details: http://www.steerprop.com

NEW PRODUCTS
Vesper Marine app

enhances safety
New Zealand based Vesper Marine’s new
deckWatch app relays AIS alerts and vessel
data to provide users with critical safety
information instantly and anywhere on a boat.
The app sends safety data and alerts to a

smartwatch directly from Vesper Marine
smartAIS devices without the need of a phone
or tablet to relay the information.
“When reaction time is measured in seconds, you need immediate information to make a proper response,”
said Jeff Robbins, CEO of Vesper Marine.
If a collision alarm is triggered, users can see the bearing and distance of a vessel that is a collision risk, allowing them
to change course or contact the other vessel. With anchor watch, users tap their smartwatch to mark the precise
location when the anchor is dropped, as well as monitor if the anchor is dragging.
Vesper Marine’s app works with any brand of man overboard device and when a MOB situation is encountered,
it triggers a dedicated audible alarm. The user is simultaneously alerted on their smartwatch with continuously
updated bearing and range to the person in the water.
The deckWatch app is available for all watches with the Android Wear 2 OS.
Meaco dehumidifer prevents damp and mosture build-up

Preventing damp and the build-up of moisture can often be remedied by opening a window. However, in
unheated spaces such as a boat left vacant for long periods over winter, this is not an option.
Meaco’s DD8L Zambezi dehumidifier is designed and developed to address many of the problems boat owners
face – to reduce the level of humidity in the air and help keep boats and their contents dry, designed to function
consistently well at all temperatures.
“Every day we have people who call us to say that they are suffering from mould or musty smells and want
protection over winter,” explained Meaco’s director, Chris Michael.
Features include a daily run timer to turn the dehumidifier on and off at particular times, so taking advantage of
off-peak electricity hours.
In addition, the dehumidifier will drain into a sink

via a hose and if there is a power cut it will turn
itself back on and start working again when the
power is restored.
“Zambezi can do that easily and has the added

advantage of adding some warmth to the air
which is helpful during the winter months. As
it is a desiccant dehumidifier it does not have a
compressor, refrigerant or cooling coils which makes
it lighter, quieter and kinder on the environment
when it has to be recycled at the end of its lifespan.”

NEW PRODUCTS
Volvo Penta
enters the
1000hp New Ocean Safety
engine sector liferafts set to save
A new 13-litre engine sees Volvo Penta move
weight and
into the 1000hp leisure marine engine market for enhance boat
the first time. D13-1000 aims to provide market
leading performance and durability in yachts of performance
up to 120ft.
The Ocean Ultralite
Johan Wästeräng, vice president for product SOLAS compact from
management in the marine leisure segment at Ocean Safety uses carbon
Volvo Penta, said: “This is hugely exciting for us to composite technology to
create our most powerful engine yet.” reduce the weight by 23%.
They have been developed for yachts taking part
With an optimised power-to-weight ratio and in the Volvo Ocean Race (VOR) and are the result
low-end torque, the redesigned engine is of a ‘close technical partnership’ between race
accompanied by a new drivetrain and features organisers and Ocean Safety.
new pistons, injectors and improved cooling
systems which combine to produce 11% more “Weight saving in ocean racing is the holy grail,”
power than on previous engines, said Volvo Penta. said Ocean Safety general manager Alistair
Hackett. “We seized an opportunity to work with
The D13-IPS1350 matches the D13 engine with the VOR team to find a solution that would reduce
an upgraded IPS pod drive. The 1000hp engine the weight of the 12 person liferafts to enhance
provides the equivalent power of a 1350hp engine performance, while conforming to international
when matched to the IPS drive. SOLAS standards.”
For details visit: http://bit.ly/2fj07sh Key areas of development have been the inflation
system, pack contents and canister construction.
“Despite the weight reduction, the liferaft

containers are still incredibly robust to withstand
the harsh environments that they will endure on
the open ocean,” added Mr Hackett. “As a team, we
are incredibly proud of what we have achieved.”
For details visit: http://bit.ly/2uyK4It
Miko magnetic peel-off

patches to monitor floating
wind turbine hull biofouling
With construction of the world’s first floating wind farm currently in progress off the Scottish coast near
Peterhead, a unique method of monitoring biological growth is due to be conducted by the Scottish Marine
Institute on behalf of farm operators, Statoil and Masdar.
Magnetic patches measuring 3500mm x 200mm are being fixed to the underwater surface of the floating turbine
spar where they will experience the same degree of biological growth as the main hull. At intervals of around
four months, the patches can be simply peeled-off and returned to the laboratory where the composition and
extent of any growth can be measured.
For details visit: http://bit.ly/2xdJvJx

Q. How did you
get into marine
A day in the life of... surveying and was
Ian Nicolson
it your career of
choice, or something
that just happened?
A. I was supposed
to go into the Royal
HonMIIMS
Navy and passed
the exam and the
interview. Then it
was discovered that
I was short-sighted.
So I decided to build
ships, if I could not
sink them. I was
apprenticed to a
famous designer/
surveyor, Fred Parker.
Q. Given your many

years as a surveyor,
what would you
say are the key and
essential strengths
that have held you
in good stead over
the decades?
A. I take more time

over every survey
than other people
I know in this
profession. Also in
good years I put aside
savings for the bad
years which we all
Mike Schwarz tracked the business under his know occur every so often. I read a
lot, not just the obvious technology
down one of the oldest belt! In this interview, Ian but also “associated” subjects, like
members of the Institute reveals what has stood metallurgy, strength of materials,
and indeed probably the him in good stead over and even a little law and so on.
oldest working marine the years, his strong work
surveyor in the UK today, ethic and how he remains Q. And with reference to
the previous question, do
Ian Nicolson. Ian, who just as driven as he was you believe that those
was the recipient of an in his younger days – his same strengths are what
IIMS Lifetime Recognition hunger for surveying todays surveying profession
still require?
Award at the Silver little diminished by age.
Jubilee celebrations last In a fascinating insight A. Each person only has one
lifetime of personal experience
year, says he stopped into Ian’s life, he also so that seems to limit the amount
counting when he got passes on some useful one can “learn on the job”. But
to his 10,000th survey and practical tips to less by reading a lot, one gets the
experiences of other people. In
and can now boast an experienced surveyors effect one lives parts of their lives
astonishing 71 years in that are worth heeding. and gains the associated learning.

Q. What are the most significant which is now in its 7th edition.
and critical changes you have Every surveyor needs this book
witnessed during your time in the because it has masses of technical
surveying profession? information. For instance most yachts
have inadequate ground tackle, but
A. The change from wood this book has all the information
construction to fibreglass was not needed in that and many other fields
too swift so most of us had ample including rigging, winches, seacocks,
time to adapt. As so often we fastenings and so on.
“learned on the job” and helped
each other. Now there is a shortage
of surveyors who really know Q. I am always impressed
wood problems and how to survey when I see your hand drawn
wooden craft. The increase in sketches that are a feature of
electronics has made difficulties your publications. Were you a
partly because sea-water and natural artist and do you put
electricity do not mix. I am slow to your artistic skills to other
state in a survey report that all the boat I was able to phone the buyer uses for pleasure at all?
electronic “toys” are in good working and tell him the vast cost of the
order - they may be on Monday, but needed repairs. He said to forget A. I am not a natural artist but
not by the next Thursday. that boat, and I offered to survey a during the Second World War,
second one for a modest discount, when I was at school, in between
There are now more types of boats, as he had wasted the money looking lessons there was plenty of time
such as 40 knot RIBS for instance. at the current one. So I made it to for sketching as there were no
This means there are more chances the booked flight, and got a second TVs and no computers and so on.
and opportunities for a surveyor to [slightly less profitable] survey as Also when in the air raid shelters
specialise and make an income. well. But I never now book a fixed waiting for the German bombers
return flight. On another occasion to go home or get shot down,
I was surveying a catamaran when I drew boats and fittings a lot. I
Q. I read somewhere that you I realised it was impossible to see use my sketches for my lectures
have completed 10,000 surveys the structural parts joining the hulls and when I retire - any decade
and then at that point stopped to the bridge-deck. The report now - I plan to take up painting,
counting. Can you give a couple was going to be an inadequate partly because so few artists can
of examples of some of the most document. Then by a great stroke do a good job illustrating boats!
challenging or troublesome of luck I had a chance to sail the
surveys you have undertaken? vessel, and found she was virtually
unsteerable as the rudders were so Q. It was a delight to see your
A. I was inspecting a 60 foot [18 tiny, and so lacking in depth. One son collect a well-deserved
metre] wood yacht and my secretary does need a guardian angel who award on your behalf last
had booked me on a non-refundable is always wide awake. He [she?] is year at the IIMS Awards for
flight. As soon as I started work I called “Attention-to-detail”! Excellence at the Silver Jubilee
realised that I was either going to conference in London. How
have to skimp the job, or miss the did the accolade and public
flight and lose the cost. By luck Q. You are acknowledged as recognition make you feel?
[an essential requirement for all something of a prolific writer on
surveyors] I found so much rot in the the topic of marine surveying, A. It was a delicious feeling
having had many books after working 71 years in the
published over the years. What industry. I thought back to some
first drew you to writing and of the occasions when I have
which book has given you the been doing an outside survey
most pleasure to publish? in mid-winter with driving sleet
wetting the notepad and melting
A. When I was apprenticed my snow sneaking down my neck
starting wages were £1.25 A WEEK! with the coffee flask empty and
Even allowing for inflation that was home 6 hours driving time away
too little, so I started writing for the in the dark. Surveying in the Med
technical magazines to supplement or Caribbean is OK for softies,
my income and still do. I have my though there is a good chance of
own column in “WATER CRAFT” which getting sunburn. But in Britain,
covers design and survey problems. we must make sure that delicate
My best book is “BOAT DATA BOOK”, people stay out of the profession.

Q. How worried are you about quality of the repair and also Ian has authored three IIMS handy
the next generation of marine potential future ones, sometimes guides, two of which are published
surveyors, and where will they using information gathered from with the third on the way. His writing
come from? previous surveys on comparable skills are exemplary and the guides
craft. I have surveyed new boats are delightfully depicted with his
A. Two of my children were in and found 6 pages of problems very own hand drawn sketches that
the army and so I know that - such as engines located where mark them out as something special.
the armed services produce no-one can refill the sump oil
seriously tough people. Ours is a without a very special filler, which Currently available:
profession which can be entered is not on board. Buyers want
at any age so army, navy and to know what has broken, what
air force people are potential will break and how good repairs
surveyors, especially if they have are. They do not need to be told
pensions to tide them over until that the cushions are in good
they get well established. It’s order. Items not mentioned in a
disconcerting how bad much of survey report are assumed to be
the education system is in Britain. satisfactory, or cannot be seen.
So I fear many youngsters lack Also surveyors must go to sea at
the necessary basic skills, such least 20 weekends every year -
as report writing, mast climbing, and ideally 50 weekends - to get
patience, stamina and experience ‘hands-on’ experience.
mending boats. Since I started
work in the Second World War Q. If you had your life again,
I have always owned a boat - would you have done
often an old one - so I have had a anything differently?
non-stop stream of information
coming from these craft. I am A. I went to night school and
sure that surveyors should spend studied wood-work, metal-work What a marine surveyor needs to
plenty of time afloat, as that is and such like. However my know about surveying wood craft
where accidents occur and boat apprenticeship and mending
defects come to light. my various boats taught me ISBN: ISBN 978-1-911058-04-5
a lot about these subjects. I Size: 60 pages
wish instead that I had studied
Q. As one of the oldest, most accountancy, law, and electronics
experienced and respected on a part-time basis. These
members of the IIMS, you are well days our profession suffers from
placed to offer advice to others. blizzards of new laws and changes
What advice would you give to in the tax regime which need to
an aspiring young surveyor who be known about and understood.
is making his/her way in the
surveying world of 2017?
Q. How do you choose to
A. I see reports by other spend your leisure time?
surveyors and am often
dismayed by the way they spent A. I sail in summer. The aim is
so much time describing the to race Tuesday and Wednesday
boat being inspected. They evenings then go off on Friday
sometimes include the colour evening and get back Sunday
of the carpets but they list SO night, or at dawn on Monday.
FEW DEFECTS. Many modern Sometimes this regime gets
boats are badly built and have interrupted for instance when What a marine surveyor needs to
cracks, corrosion and loose surveying abroad. In the winter I know about surveying metal craft
furniture by the end of the first spend all of Saturday working on
season. Our job is not to tell the current boat and after church ISBN 978-1-911058-12-0
a boat buyer what he/she has on Sunday it’s the same. I’ve Size: 68 pages
already seen and is satisfactory. written twenty seven books and
A surveyor has to: “Protect the IIMS is to publish the twenty Both handy guides are available from
life, limb and property”. To do eighth about “Surveying Sails”. the IIMS web site, or direct from the
that we must mention current The twenty ninth is well on its Institute by telephone order at a cost
defects, past ones which have way too, so I do not actually have of £25 each plus post and packaging.
been repaired, including the much leisure time. See: http://bit.ly/2uxuY7k for details.

The IIMS CPD App...
Helping you keep your points

intact and up to date!
For iOS users go to the “App Store”.
Android, go to the “Google Play Store”.
Search ‘IIMS CPD’ and install the app.
Login using your IIMS credentials.
Or the “My CPD Program” link on the IIMS membership details

page, re-directs the user to the new CPD Program Website.
Web version, the login panel can be found at:

http://cpd.iims.org.uk/CPDWeb/Private/Login.aspx
To see how easy it is to acquire points, you can view the CPD points table here:
https://www.iims.org.uk/membership/continuing-professional-development/
PROFESSIONAL INDEMNITY
INSURANCE YOU CAN RELY ON
IIMS Insurance Scheme – est. 2005
Designed for ship and small craft surveyors on a worldwide basis.
Standard policy benefits:
• PI limits from £100,000 to £20 million each claim

• PI limit increased to £2 million in respect of death and
bodily injury claims
• £2 million Third Party Liability + Marine TPL covering sea trials
• MCA Code of Practice and Boat Safety Scheme limits of
indemnity
• £5,000 for surveying equipment on a worldwide
all risks basis
• Full Retroactive cover
• 15% no claims discount each renewal
15% INTRODUCTORY
DISCOUNT FOR
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For more information:
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www.winterandcomarine.com
I N SU R A N CE FOR T H E M A R I N E I N D U S T RY
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THE REPORT

WIND & RENEWABLES GROWTH

BEWARE the perils of undertaking valuations

LONDON CONFERENCE Innovative End of

Renewables Sector: 66 • HSE Plaza July 2017

The Report • September 2017 • Issue 81 | 3

4 | The Report • September 2017 • Issue 81

The Report • September 2017 • Issue 81 | 5

6 | The Report • September 2017 • Issue 81

Aurora features both an interior and design

The boiler had tripped out several times due to

Following the accident, waxy deposits, sufficient

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

Lack of safety management system highlighted

The National Transportation Safety Board

Read the story in full online: http://bit.ly/2es4kJL

The Report • September 2017 • Issue 81 | 7

Early on 9 April 2016, the fishing vessel Louisa

The skipper and crew, who had been working

For the full story and report visit: http://bit.ly/2gl5YK2

Lack of surveyors at UK MCA highlighted as a programme of modernisation gets underway

At the All-Party Parliamentary Group for Maritime

The registry is working to improve the response

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

8 | The Report • September 2017 • Issue 81

Four new Hanse yachts have been launched that

The 348, 388, 418 and 548 have been developed

The 10.4m long and 3.55m wide 348 is the smallest

The project, which Van Oord carries out for

Dubai Harbour is set to span 185 hectares, and will

Read the story in full online: http://bit.ly/2vM5Fh2

Research demonstrates the ecological threat posed by biofouling

Researchers at the Tel Aviv University’s School of Zoology

“These ascidians are passing through the Suez Canal,

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

The Report • September 2017 • Issue 81 | 9

The material Marshall predicts will be

For the full story and online:

Beneteau has announced the first of a new

Fitted with an extra-long carbon or aluminium

Beneteau marketing director, Gianguido Girotti,

10 | The Report • September 2017 • Issue 81

After a painstaking two-year restoration

The restoration involved the replacement of

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

The fourth annual Electric & Hybrid Marine Awards

Five years of engineering and study work preceded

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

The Report • September 2017 • Issue 81 | 11

The Multigauge 5300 GRP Thickness Gauge is a simple,

Both gauges have Datalogging versions where measurements

Performance is the most important feature of our

Tritex NDT Ltd

12 | The Report • September 2017 • Issue 81

Buy online at: iims.org.uk/education/buy-iims-handy-guides

Conferences, seminars, video The benefits of immersing ourselves professionally

14 | The Report • September 2017 • Issue 81

The IIMS distance learning commercial ship and yacht and