The Report Magazine is the official publication of the International Institute of Marine Surveying.
The Institute publishes the Report Magazine four times per year in March, June, September and December. Members are invited to (and do) submit articles regularly for publication, which entitles them to CPD points too. If you wish to send an article for publication please email us.
Each issue will appeal to big ship and small craft surveyors alike. Its content is also highly relevant to P&I Clubs, vessel operators, marine insurers and others involved in the maritime sector. Each issue will be a mix of technical articles and more general features related to the profession of marine surveying. Some of this editorial content is supplied by members and the rest is specially commissioned by the editor.
Many things have changed in the past few months and not all of them good as we have learned to cope with tragedy and a new way of living courtesy of the pandemic. COVID-19 certainly has a lot to answer for, but out of the situation that was forced upon the profession, a new way of surveying is fast emerging, particularly in the area of commercial ships and offshore assets. I refer to remote surveying, actually not new, but probably unimaginable to most of us just a few years ago; and a shock to the system of more traditional surveyors and those sceptics amongst us too undoubtedly. They are suddenly fashionable – the talk of the town it appears – and the pandemic has fuelled the latent demand for remote surveys.
The National Transportation Safety Board (NTSB) has published an investigation report on the explosion and subsequent sinking of barge Alaganik in the Canal Passage, off Alaska in July 2019, which resulted in one fatality. The investigation identified ignition of gasoline vapor from a fuel cargo tank as key cause of the accident.
On 7 July 7 2019 an explosion occurred on the barge Alaganik as it was moored port side to the end of the Delong Dock in Whittier, Alaska. The vessel was serving as a platform for pumping fish cargo ashore from fishing vessels and tenders that came alongside. It also provided diesel fuel and gasoline to the fishing vessels. No cargo operations were ongoing when the explosion occurred.
The global maritime world has changed and four new White Papers by GMCG Global outline the realities and new ways of working following the COVID-19 pandemic.
As the world’s shipping industry comes to terms with the issues of post-pandemic operations, new health and safety operational parameters and the realities of the IMO’s global sulphur cap, there are still concerns about how the maritime world will cope with this accumulation of business pressures.
Shipping is the backbone of the global economy, responsible for about 90% of world trade. But it also accounts for almost 3% (and rising) of man-made carbon dioxide emissions. The industry’s regulator set a series of emission-cutting targets back in 2018 aimed at driving a transition away from high-polluting fossil fuels. If the more ambitious goals are to be hit, the world’s ships will need to start burning new, clean fuel by 2030; such as biofuels. The question is, which one?
1. What are the bio-bunker options for ships after 2030?
Ships burn about 5 million barrels of fossil fuel every day, pumping a constant stream of CO2 and other chemical nasties into the atmosphere. Yet figuring out the fuel of the future isn’t just about emissions. It’s got to have enough power to propel gigantic tankers around the globe, be storable and transportable, and, of course, not too costly. Here’s a list of the front- Continue reading “What types of biofuels could ships burn in 2030?”
Yves Vandenborn, of the Standard Club, asks why enclosed space entry fatalities are still happening on a regular basis. This article is reprinted from the July/August edition of Maritime Risk International.
Despite the well-known risks and the numerous publications and articles available on the topic, enclosed space entry fatalities continue to account for a significant proportion of deaths at sea to date. More drastic measures are required if the industry wishes to turn this tide.
As the Institute has finally taken ownership in recent weeks of Murrills House as its new flagship headquarters, President, Geoff Waddington, arrived (pictured right) to perform the ribbon cutting duties and ceremony to officially mark the completion.
The work to restore this magnificent Grade II listed, 500-year-old building to its former glory will begin shortly. Completion on the deal took far longer than was anticipated, but the outcome marks something of a triumph for the Institute. IIMS is soon to make a significant financial investment in essential maintenance and repair work which will only add to the value of this new asset.
The news has been so downbeat and tragic for so many people in recent months for the reasons we all know, so it is a good feeling to be able to share a rather more positive news story.
Back in 2018, IIMS members at the AGM voted and mandated me to find office accommodation to purchase as an asset for the Institute when our rental term expired. Little did I know that a little over two years on, we would complete the purchase of Murrills House (offices we had rented for the past 10 years) and which we now own. Yes, on Friday 31st July 2020, we formally completed the deal and are now the proud owners of a delightful Grade II Continue reading “Mid pandemic and IIMS finally secures its new flagship head office, Murrills House”
According to a new report by Clean Cargo, carbon dioxide emissions from 17 of the world’s leading ocean container carriers, representing approximately 85 percent of global containerized shipping, continued to fall in 2019. Global industry averages for CO2 emissions per container per kilometer decreased by 5.6 percent and 2.5 percent for Dry and Reefer (refrigerated) indexes, respectively. The annual report indicates that container shipping continues to improve its fleet-wide environmental efficiency whilst ensuring the smooth functioning of global trade.
The global container shipping industry continues to see a declining trend in the number of containers lost at sea each year. The World Shipping Council has published its latest survey giving its best estimate on the number of actual containers lost at sea.
World Shipping Council undertook the first survey of its member companies in 2011 with subsequent updates published in 2014 and 2017. Having reviewed the evidence over the twelve-year period surveyed, the survey shows an estimate that there were on average a total of 1,382 containers lost each year.