An unusually wet October day in the bustling city of Mumbai, India experienced an unusually large gathering of the representatives from Marine Surveying Companies, P&I Clubs, Correspondents, Vessel Owners, Agents and Equipment Manufacturers for the Silver Jubilee Conference. It was the 5th of October 2016 at the Majestic Ballroom of ‘The Lalit’ Hotel near the new swanky T2 terminal of Mumbai’s International Airport.
Continue reading “IIMS India Branch Silver Jubilee Conference report”
Like the original Sunday Times event back in 1968/9, the 2018 Golden Globe Race is very simple. Depart Falmouth, England on June 16th 2018 and sail solo, non-stop around the world, via the five Great Capes and return to Falmouth. Entrants are limited to use the same type of yachts and equipment that were available to Robin Knox-Johnston in that first race. That means sailing without modern technology or benefit of satellite based navigation aids. Competitors must sail in production boats between 32ft and 36ft overall (9.75 – 10.97m) designed prior to 1988 and having a full-length keel with rudder attached to their trailing edge. These yachts will be heavily built, strong and steady, similar in concept to Robin’s 32ft vessel Suhaili.
In contrast to the current professional world of elite ocean racing, this edition travels back to a time known as the ‘Golden Age’ of solo sailing. Suhaili was a slow and steady 32ft double-ended ketch based on a William Atkins ERIC design. She is heavily built of teak and carried no computers, GPS, satellite phone nor water-maker, and Robin completed the challenge without the aid of modern day shore-based weather routing advice. He had only a wind-up chronometer and a barograph to face the world alone, and caught rainwater to survive, but was at one with the ocean, able to contemplate and absorb all that this epic voyage had to offer.
Continue reading “Golden Globe Race – stepping back to the golden age of solo sailing 50 years on”
The Isle of Man Ship registry has announced a new consultation and a timescale for delivery of major changes to the structure of its operating models and fees. The proposed changes are expected to exceed current and predicted expectations for a modern, progressive registry operation.
The proposed changes will provide full delegation of statutory surveys and inspections to Classification Societies as well as providing a new programme of Flag State Inspections to satisfy international Flag State obligations to the International Maritime Organisation. The Registry will also simplify its fees to provide a more competitive and predictable fee structure.
Dick Welsh, Director of the Isle of Man Ship Registry, commented:
“This is a change we have been planning for some time. It is the game changing final step in the delegation to Recognised Organisations which will place the Isle of Man in a more competitive position whilst improving the service levels for which it is renowned.”
Continue reading “Isle of Man Registry launches blueprint for the future”
It is with deep sadness and regret that we announce the passing away of IIMS member and CCS founder Mr Johannes Wilhelmus ‘Joop’ Ellenbroek. Although Joop passed away on September 9 after a lengthy illness, news has only just reached the IIMS office of his death.
Joop was well known within the coatings, chemicals and superyacht industry and much respected by all he worked with. After many years of working for paint manufacturers, he began his career in the superyacht industry in 1994 when he founded CCS (Coating Consultants for Superyachts), which due to his efforts is now one of the most well-known and respected coating surveying companies in the world.
Continue reading “Joop Ellenbroek, IIMS member, passes away after a lengthy battle with illness”
Transport Minister, Lord Ahmad of Wimbledon addressed the UK Chamber’s inaugural UK Shipping Summit, where leaders from across industry gathered to examine and discuss key issues facing the sector in the years ahead. In his keynote address the Minister called on the shipping and maritime sector to play it’s role in shaping the discussions ahead in light of the decision to leave the European Union;
“As we leave the European Union we will forge a bold and positive new role for ourselves in the world. We must look to economic and industrial strategy, global trade and social reform to ensure Britain’s place in the world and a strong future for its citizens.
Esthec® introduces a special concept luminous decking material in what it claims is World first that will provide more safety on board and a new dimension in design.
It works like this. Solar energy that has been stored during the day is converted into light at night time. The Dutch producer of composite decking for the yacht industry has achieved a world first with this revolutionary invention, which was given the provisional name “Solar Glow”. The luminous decking ensures that gangways remain visible in the dark and thus substantially increases safety aboard boats. At the same time, the innovation is sustainable, since the luminous deck uses solar power instead of electricity from non-renewable sources. In addition to improving safety, the concept also provides designers with a new dimension in creative deck design. Esthec® expects the luminous decking material, which it developed in-house, to be used both by competitive sailors and in recreational boating. The first prototype has already been presented.
Continue reading “Esthec® Solar Glow pioneers revolutionary luminous decking powered by the sun”
The handling, stowage and transportation of steel cargo has been an ongoing focus of P&I loss prevention activity. The American P&I Club has published its latest publication: Transport Guidance for Steel Cargoes, which is a detailed guide (downloadable in pdf format below) running to some 100 pages with a view to offering a comprehensive overview of how to avoid claims arising from the carriage of these cargoes from a variety of related perspectives.
The frequency and costs of steel cargo related claims experienced by the American Club between 2000 and 2015 have been substantial. During this period, steel cargo claims have accounted for an astonishing US$ 15.4 million in financial losses to the Association.
If there is one standout cause for failures of main and auxiliary engines, it is through inadequate monitoring and maintenance of the condition of lubricating oil – literally the life-blood of any engine. The American P&I Club has issued a new case study taking into account best practices in the prevention of shipboard machinery failures.
The case study incident:
The medium speed main engine of a bulk carrier suffered a turbocharger failure whilst on transatlantic passage to New York. The engine had then labored for several days with a non-functional turbocharger creating very poor combustion and black exhaust smoke. Whilst in port and undergoing turbocharger repairs the attending surveyor recommended that lubricating oil samples be taken from the main engine for analysis. It wasn’t done, and several days later during another loaded passage, the main bearings and then the crankshaft failed leading to towage, large general average costs and extensive disputes over seaworthiness.
Despite recruitment across Britain’s marine industry increasing by 2.7% in 2014/15, and with a further increase of 2% predicted for 2015/16, new statistics released today at the Southampton Boat Show have revealed that 30% of companies have identified critical skill gaps that are holding their businesses back.
The majority of the workforce growth has reportedly come from the boat manufacturing (20%), equipment supply chain (20%), and boat distribution and retail (15%) sectors, with the industry’s 4,500 businesses now employing 31,600 people.
The statistics revealed that technical skills are perceived to be the biggest “obstacle to recruitment” in the British marine industry’s, with 74% of businesses citing a lack of technical training, such as manufacturing and engineering as a barrier, compared to the UK-wide average of 41%: “For an industry where one in two jobs are boat building and repair and equipment manufacturing (34% and 13% respectively) the need to plug the skills gap is becoming more important for future growth.”
Continue reading “Critical skill gaps revealed by British boat builders”
ClassNK has investigated behaviour of waves acting on windows located considerably above the freeboard deck of ships where the navigation bridges are located forward of the midship, such as onboard Ro-Ro cargo ships. Based on the investigation results, ClassNK has issued amendment of rules for ship windows.
It has been found out that there is possibility waves can hit the windows located considerably above the freeboard deck due to waves rolling over the foredeck and running up along the front walls, even though the wave height may not be so high that the wave directly reaches the windows. In fact, cases have been confirmed in which navigation bridge windows seem to have been damaged by the aforementioned phenomenon.
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McMurdo has launched a new family of EPIRBs that aim to accelerate the search and rescue process by combining multiple frequencies into a single EPIRB product.
Apparently, the McMurdo SmartFind and Kannad SafePro EPIRBs will be the world’s first distress beacons that can support each of the four frequencies used in the search and rescue process – 406MHz and 121.5MHz for beacon transmission, GNSS for location positioning, and AIS for localised connectivity.
This multiple-frequency capability should help ensure faster detection, superior positioning accuracy, greater signal reliability and, ultimately, accelerated rescue of people or vessels in distress.
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The West P&I Club has reproduced an article written by Dr. Tim Moss and Dr. Daniel Sheard of Brookes Bell entitled “Contamination with GMO crop cargo – What can be done?”. The article discusses the science behind GMO crops, along with the ramifications of being found to have GMO contaminated cargo onboard. It also looks at the practical measures that can be taken to prevent a cargo becoming contaminated and to prevent the spoilage of a cargo that has been rejected due to GMO contamination.
Problems for the carrier may arise due to traces of GMO crops being found in a subsequent cargo due to ineffective cargo hold cleaning, and the cargo is rejected at the discharge port, or where a cargo found to contain GMO remains onboard the vessel for an extended period before it is possible for it to be discharged, and the condition of the cargo begins to deteriorate.
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