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universalmarinesurveys · 1 year

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Overview of marine surveying and types of marine surveyors

Marine surveying is that part of the approved maritime service that involves assessing the damage that occurred to sea vessels or other similar water transport, for the purpose of insurance claims, selling or purchasing, or retrieving damaged vessels and similar drives. Insurance companies generally do not hire marine surveyors since it is a costly affair, nevertheless, to assess a vessel these companies obviously need a marine surveyor who is qualified and authorized to carry out the assessment along with the evident proof of training and skillsets essential to carry out an assessment of the state of the vessel.

The qualities and qualifications of a marine surveyor are not strictly monitored and still, a remains quite a free-for-all industry, and the reason, anyone may practice as a surveyor. Elementary credentials that are preferred to become a marine surveyor are a proper working knowledge of the vessel’s mechanical systems, boat and other water transport vehicles its design & construction. However, in case the aspirants hold a degree or other equivalent qualifications in engineering then it would add up to their advantages.

While discussing the duties that entail the job of a marine surveyor, generally speaking, the marine consultancy may carry out the following tasks, namely, conducting surveys to certify that standards of the vessel is maintained as per the norms and regulations, carrying out inspections as and when required, check and report the status of the safety equipment, machinery, and other technical devices, assess and appraise ships and other transport dry cargo vessels for capacity and carryout survey online assignment.

Marine surveyors are categorized into different types, government surveyor – the one who carries out surveys on ship registration, and implements ship safety standards, Cargo surveyor – appointed by the cargo owners, they regulate the actual cargo load, Classification surveyor – who checks ships for mechanisms and machinery are built and upheld accordingly, Independent marine surveyors Singapore – carries out a range of responsibilities, like inspecting ships their cargoes, other mechanical and critical conditions such as quality of fuel quality, and so on.

In order to streamline the process of surveying, organizations like universal marine surveys, take an active part in the surveying undertakings. This apart the organization also efficiently carries out, naval architecture ship design services, lab testing services, and so on.

#Marine Surveyors Singapore #Marine Consultancy #Naval Architecture Ship Design #Dry Cargo Vessels

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cryptotheism · 1 year

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She awoke to a boxcar full of corpses,

which was damn lucky, because it meant she now had a one-way train ticket to exactly where she wanted to go. All that was left to do was pass the time.

The student took inventory of her body. It was the first thing she knew to do in case of catastrophic injury, but the ritual of it was almost meditative now. Start at the bottom, work your way up.

Feet: Sore from walking. The leathery sheathe of mutagenic skin that ran up to her shins was largely unfeeling scar tissue at this point. They looked and functioned like a pair of high-topped hiking boots, except permanent and a part of her body. They were a rough custom job, designed for traversing the pools of acid that dotted the necrotic swamps common to her homeland. Home. Not much left of home now. She was getting sidetracked.

Legs: Also sore from walking, but less so. The musculature was hers, but the skeleton was reinforced with carbon-steel after a fall when she was little. Shock absorbing hydraulic femurs were nice for someone who did as much walking as she did. Skin was necrotizing again. Gotta get that replaced. Maybe one of the corpses is fresh enough to provide a graft.

Pelvis: Mercifully unfeeling. The surveyor had grabbed her by the hips. Skeleton was completely replaced a long time ago, but she could feel a hitch in the joint of her left leg whenever she moved it just so. An easy fix but time consuming, and not the sort of work to be done on a moving train. No necrotization here, at this point it was all synthetic. Uterus was completely original, not that it meant much. The little bundle of braided tubes that assisted her endocrine system remained stapled to her skin. The jangling was annoying, kept getting stuck on her hatchet, thus, staples. Fluids were looking a little dark, she must be dehydrated.

Torso: Felt fine, aside from the strain on her spine from carrying her things. Even with the augments, spines in general were just poorly constructed. Flesh was scarred, lots of burns, but mostly original. Both clavicles were removed and replaced with cargo sockets. She rolled her shoulders, it seemed like everything was working well. Breasts and sternum had been removed too, replaced with subdermal bulletproofing. She had spent extra for the good stuff there. One solid hand-ground piece of sloped armor. Getting shot in the lung was a lesson you only needed to learn once. Heart was completely mechanical. She even had a backup in her bag just in case. She traded the old lung and the breast tissue for that.

Right Arm: She rolled back the sleeve of her heavy coat and stretched her arm, watching the little electric motors dance. It was strong and dexterous, with half a dozen small tools built into the length of her forearm. No need for skin. In a pinch she could perform everything from network intrusion to basic surgery. Most of it was covered by the sleeve of her heavy coat. The amputation was above the elbow. She had leased her original arm for the current mechanical one when she was working on the pit crew for for an order of knights. She ended up keeping the arm.

Left Arm: She liked her left arm. She was proud of it. The trademark of a sythetimancer. It was pretty. Biological and mechanical features blending seamlessly together. Coils of veins and circuitry making intricate braids up her arm terminating in perfect Fibonacci spirals. Softly bioluminescent blood, filaments formed from calcified nerve tissue, synapse clusters under crystal clear de-pigmented bulbs of alpha-keratin. She concentrated for a moment, allowing the whirls on her palm to twist and readjust themselves with a tingling sensation. Carbon, hydrogen, oxygen, all recombining into butane. She snapped her fingers, igniting a tiny flame, letting it dance along her fingers for a few moments burning and repairing the flesh as she went, spirals parting and coalescing like leaves navigating the twain of a gentle river. They looked like the little shell fossils she found at the white desert when she was little. Memories. Loss.

The spirals in her hand began to twist and pulse, little corkscrews of bone began to form, growing outwards against the thin layer of biosynthetic skin. It hurt. She winced, and regained control a moment later. Careless. She shook her arm, and the flame on her finger went out.

Head: Still a bit hazy from the pain. Where to start with the head? Neck. Parched. Currently being warmed by a scarf with a length of handmade maille hidden in the folds. Rebreather was working well because it was made well. It was made well because she made it. She made it because it used to be her job. Like everyone of her strain, she had no teeth, only two solid ridges of tough bone, largely blunt and made for gnashing but gradually coalescing into a single triangular point, evolved for ripping flesh. She clacked her jaws together experimentally. Clack. Clack.

Eyes were tired and dry. There was a short mechanical hiss and a snap as she the shields over her eyes retracted back into their sockets in her cheekbones. The only light was from a pair of grates in the ceiling, but the glare nearly blinded her. She snapped the shields back into place, and the heads up display came slowly back into focus.

Originally her skin was the sort of rust color common to her strain. By now it was a deep weather-worn red, except for the parts that were charred black and rotting. Gotta replace that. If she could grow hair, she had done a damn good job of making sure it was thoroughly singed off. It occurred to her that it might be fun to have hair one day. Maybe she could make it herself. Would it grow in spirals? She looked down to open the bag of genebending tools at her waist, and her heart jumped into her goddamn throat.

Staring up at her from the pile of corpses was a pair of bright red eyes on an unnaturally pale face with no nose or lips. Which would not be terribly upsetting or surprising, had it not just said “well met” in an oddly pleasant female voice, attempt to sit up, fail, and then ask politely if its new acquaintance would stop sitting on it.

This is the first chapter of Amber Skies. The complete story can be read here, along with its currently-in-progress sequel, Emerald Seas.

#Amber Skies #Emerald Seas

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cuprohastes · 10 months

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See Strange New Worlds... And Be A Rescue Ranger

So there you are, on the base ship, minding your own business, and you get a an unknown broadcast. It's a loop of something nobody can understand, followed by a tone pattern.

Could be anything. Probe, surveyor satelite, signal beacon that's not compliant with local standards.

But then the assigned Human, who's there to pick stuff up and do Human related things, gets all twitchy, which is never a good sign.

"What if it's a distress call?" They say.

Well so what, what if it is? They should use the standard format. What if it's Thotari assassins? What if it's just a bit of space junk that's been drifting around for the last few Millenia?

But the Human's got all the telescopes - Visial, Radio, Wuth Effect and Gravitic pointed out that way. And now they're convinced there's something up.

And before you can sit down, convene committee and discuss this, CC the agenda to Dr. Kraant and log it all, the crazy human has undocked the cargo manipulator pod, re-named it the Carpathia for inexplicable reasons.

Worse, they overclock the engine. That little cargo hauler should reasonably take 15 Time Units, around 18 human hours to intercept, but at that speed they'll be there in 7.

Clearly Humans cannot be trusted with tech. The wear on the engines will cause the maintainance schedule to be brought forward by months!

You bring this to your supervisor, one of the annoyingly laid back Tsin.

They ask you what the human said and you play them the recording:

Human: Somewhere out there, someone's hurting. Carpathia out.

"Oh" says the manager, "That makes sense."

So you take it to their manager, that big Atrix, who surely is more sensible and she calls the human up:

Atrix: Did you really steal the cargo hauler.

Human: Yes.

Atrix: Because...?

Human: I think that's a distress call.

Atrix: And you overclocked the engines?

Human: Yes.

Atrix: How fast are you getting that thing moving?

Human: 212 vu per second.

Atrix: Huh I think that might be a record. Look, crank it down and run the Nitrogen tanks through the coolant manifold... About 23 pu will do it and you should be able to brake harder. Up to 1.2 gu

Human: Earth is 1.4 gu. I can go up to uhhh 4.

Atrix: ... I'm not sure that tug can take that! Wow! 4? Comfortably?!

Clearly they're all in on this crazy off-the books stuff.

At least it wasn't the Thotari. Some species nobody ever heard of with some weird take on point to point drive that blew enough hard radiation through the front of the ship when they braked out of superluminal space that it pretty much turned the hull to metal vapor, and now everyone has to learn about a whole new species who will argue that their way of doing things that aren't in the regulations is OK for them.

This is why you don't go running off to save people! Think of the PAPERWORK!

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Author's note

When the Titanic finally sent up flares and radio'd for rescue, The Carpathia was the only ship that actually went to help.

The crew and passengers just went from 0 to Maximum Rescue instantly, and moved the entire ship to the site of the Titanic pretty much faster than technically was possible. They moved hundreds of thousands of tonnes of steel and wood, pretty much out of sheer spite because reality told them they couldn't do that.

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scotianostra · 1 year

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On the morning of February 5th 1941 the people of the Outer Hebridean island of Eriskay woke up and thought all their Christmases had come at once.

Part two telling the fate of the S S Politiain, which ran aground off Eriskay on this day in 1941.

At 10.30am on 5th February 1941 one of the ship's lifeboats left with 26 men and was washed ashore at the foot of the cliffs of Rudha Dubh, across the Sound on South Uist. Although the boat was smashed to pieces the crew survived without any injuries, but they returned to the 'Politician' by the Eriskay ferryboat later the same day. At 4.45pm the RNLI lifeboat came from Barra to rescue all of the 50 crew and land them on the Island of Barra. Chief Officer RA Swain recalls how the islanders were "very kind, replenished us with hot drinks laced with good rum, and generally made us very comfortable for the night".

The next morning, 6th February, Captain Worthington and his officers returned to the ship to see if there was any hope of re-floating her, but water had flooded the engine room and several of the ships' holds.

On 8th February the Liverpool and Glasgow Salvage Association tender 'SS Ranger' arrived with a party of salvage experts led by Commander Kay and divers, to survey the damage to the ship. The Ranger also supplied power to the winches to help the Captain and crew remove some of the 500 tons of cargo, which as well as the whisky included cars, bicycles, mail and cotton. The severe gales hampered attempts to remove the cargo and inspect the ship for salvage. It was not until 15th February that divers were able to inspect the ship's hull. Captain Kay, in charge of the salvage operation, decided to make no attempt to save the whisky as its hold (number 5) was flooded with water and fuel oil, and he believed it was contaminated. For this reason he didn't place an armed guard on the ship.

On 18th February the coaster 'Corteen' began loading the salvaged cargo, and four days later sailed for Glasgow fully loaded. The salvors had salvaged as much of the cargo as they could without diving and on 24th February the salvage officer, Commander Kay, signalled "Regret... diver's examinations shows salvage of vessel impracticable". The ship was declared a total loss and it was decided to leave the 'Politician' where she was. That same day, 24th February, the crew left the ship for the last time, and Harrisons gave notice of the abandonment of the ship to the insurers. On 12th March the Liverpool and Glasgow Salvage Association abandoned the salvage project.

Free whisky for all!

When the locals learned from the crew what the ship was carrying, a series of illegal salvage operations took place on the night of the stranding before the customs and excise officials arrived. The whisky was especially welcome because the island's had dried up due to war-time rationing. So the islanders helped themselves to some of the 28,000 cases (264,000 bottles) of whisky, or usquebaugh, as they knew it in their native laguage, Gaelic, which had been destined for the American market.

No islander regarded it as stealing because the rules of salvage meant that once it was in the sea, it was theirs to rescue. As word of the 'Polly' whisky spread, people came in small boats from islands closest to Barra, Lewis, Mull and the mainland. Rumours spread that the 'Polly' whisky even had magical qualities and didn't cause hangovers!

Unfortunately for the locals the customs officers, surveyor EI Gledhill and fixed officer Charles McColl based in Lochboisdale, didn't share the view that it was okay to salvage the whisky. Charles McColl, a teetotaler, saw it as theft, made worse by the fact that the whisky had never had any duty paid on it. He did not agree with Captain Kay that the whisky was unsalvageable, and that it was safe to leave it on board unguarded.

A second salvage company which later came to break up the ship, emptied hold number 5 and recovered 13,500 cases of whisky. The major part of this was transferred to storage in a customs warehouse on the mainland but some was drunk by the salvers themselves!

McColl began a battle to rally the local police into taking action to recover the stolen whisky. Village homes and crofts were searched and bottles were found hidden away in lofts, hideaways or just drunk to hide the evidence! Even today caches of 'Polly' whisky still come to light when houses are renovated.

Charles McColl and the local police caught many of the locals looting or hiding whisky when they searched households and hiding places on the islands of Benbecula, South Uist and Eriskay, between 15 March and 30 September 1941. They succeeded in recovering a considerable quantity of the goods stolen, including a wide range of whisky. An Inverness-Shire Constabulary report for the 15 March 1941 records that:

"Alexander O'Henley, crofter, Garryamonie, Lochboisdale, Isle of South Uist, and four others acting in concert were found in the sound of Eriskay in the parish of South Uist in the county of Inverness, in possession of the after mentioned goods suspected of having been stolen from the 'SS Politician' then aground on Calvay Island in the Sound of Eriskay:

15 cases of whisky,

3 bundles of cotton print,

13 packets of 10 capstan cigarettes,

2 cycle mudguards,

1 handrail."

On 26th April a group of Barra men stood trial at Lochmaddy Sheriff Court, where they pleaded guilty to theft and were fined between three to five pounds. Charles McColl was unhappy at the leniency of the sentence, and pursued more men, 19 of whom received harsher sentences of between 20 days and 2 months imprisonment at Inverness and Peterhead. This created resentment amongst the locals which lingers to this day. McColl estimated that the islanders had salvaged 24, 000 bottles of whisky and wanted to make sure they could rescue no more so he obtained official permission in October 1941 to blow up the 'Politician'

In April 1941 the Salvage Association of London came to an arrangement with the British Iron and Steel Corporation (Salvage) Ltd of Glasgow to carry out a second salvage operation prior to the towing of the vessel to the ship breakers. They arrived to find the 'Polly' in a sorry state, everything movable had been looted. Examination by divers showed there was great rock under her engine room, and number 5 hold, the engine room and stoke hole were completely flooded with the water level rising and falling with the tide.

Their first job was to lighten the ship so divers salvaged the bales of cotton and cases of whisky. The strongroom believed to be holding the banknotes was also hidden between decks in the number 5 hold but when it was opened the money wasn't there. Boxes containing £360,000 in banknotes were later found hidden amongst the whisky cases. Why it was hidden there and not in the safe is not known.

In May the salvage vessel 'Assistance' lifted and forwarded more cargo to Glasgow. An attempt was made to re-float the 'Politician' on 20th September 1941, to tow her to Lochboisdale. The attempt failed and she came to rest on another rocky outcrop concealed in a sand bank and broke her back. Customs officers Gledhill and McColl estimated there was still 1,000 cases of whisky in hold number 5 so they obtained permission to dynamite the hold. This was carried out in October 1941, much to the dismay of the islanders, their emotions summed up by Angus John Campbell, who commented;

"Dynamiting whisky! You wouldn't think there'd be men in the world so crazy as that!"

Salvage attempts continued on and off until July 1944. The ship was broken into two halves, with the forward section towed to Glasgow for breaking up and the sunken after section left where she lay. Today the wreck of the 'SS Politician' still lies off the coast of Eriskay, hidden below the waterline now, her deck and cabins long since destroyed by the wild sea.

The stranding of the 'Politician' would have been forgotten as just a minor incident amongst many occurring to the Harrison Line fleet of ships during the Second World War, when they lost 30 of their 46 ships.

During the war the incident was not reported to the public, but the rumours in the highlands and islands of the West of Scotland would have been heard by the author Compton Mackenzie on the neighbouring island of Barra. The story of the 'Politician' became immortalised in his 1947 novel, 'Whiskey Galore', renamed the 'S Cabinet Minister'. When this was made into the Ealing comedy film in 1949, her story became the stuff of national legend, a remake was released in 2016.

The 'Politican' continues to rouse interest with stories of whisky still being discovered on the Islands. In 1987 eight bottles found by Donald MacPhee from South Uist sold at Christies for £4,000, and in 2003 Bonhams sold a single lid from a Ballantine's whisky crate for £1,500. As recently as August 2010 one single Ballantine's bottle of whisky sold for £4,200!

In 1988 the island of Eriskay got its first 'legitimate' pub, named Am Politician, 'The Politician' in Gaelic.

In 1989 a salvage company, SS Politician plc, was founded to salvage whisky and other cargo. After moving hundreds of tons of sand they only recovered 24 more bottles.

As I touched upon earlier the Polly was carrying another valable cargo, Bank Notes!

Conspiracy theories prevail, mostly surrounding the reason she was carrying almost 290,000 ten shilling notes (£145,000), the equivalent of several million pounds today. Why was this amount of money being sent to Jamaica? Was it in case the government and royal family were preparing to evacuate the UK?

The Crown Agents for Overseas Governments report from 1973 describes how the government hoped that they would not get into circulation but they started turning up on the shore. Local children were seen playing with them on the beach at Benbecula but;

"the locals, most of whom are known to be incriminated in the looting, are too wily to give anything away"

An empty cash case was also found abandoned in the hold of the ship. By June the bank notes from the 'SS Politician' were turning up in bank branches in Liverpool and as far away as Jamaica, Switzerland and the USA. By 1958 the Crown Agents reported that 211,267 (£360,000) of the 290,000 notes had been recovered by the salvage company and a further 2,329 had been presented in banks in England and all over the world. There are still about 75,000 banknotes which have never been accounted for, their whereabouts remain a mystery.

The mystery is fuelled by the fact that government papers concerning the 'Politician' are still the subject of a 75 year old closure rule, which means we may not know the answer until 2016.

Perhaps the greatest mystery of all is how the 'Politician' came to be grounded in the first place? Why was she sailing full steam ahead up a narrow shallow rocky channel? The weather and black-out conditions of wartime certainly contributed and there is some evidence to suggest that she had changed direction to avoid a south bound convoy, which forced her west off her projected course. The locals have a simpler answer - it was the islanders calling for their whisky!

#Scotland #scottish #Outer Hebrides #Eriskay #shipwreck #maritime history #world war two #history #Whisky

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ltwilliammowett · 2 years

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HMS Black Joke

To start with, this is a very sensitive subject, namely slavery. Now it is not about praising anyone, because no one should try to make themselves out to be a hero on this subject. after all, almost everyone had their fingers in this very disgusting business. But now some have recognised that this business is not a desirable one and banned it. Among them was the British Parliament in 1807, which created the West Africa Squadron in 1808 to hunt slavers.

Initially the unit was limited to intercepting British slave ships, fining them 100 pound for every slave found aboard, but it expanded to target slavers from other countries. The West Africa Squadron patrolled the 5000 km of the West African coast for 60 years and at its height accounted for 1/6 of the resources of the Royal Navy and Royal Marines. The squadron seized 1,600 vessels and liberated 150.000 slaves.

H.M. Brig Black Joke, tender to HMS Sybille and prizes, Spanish brig Providentia, Brazilian brig Vengador Buenos Ayrean privateer Presidente brigantine El Hassey Spanish brig El Almirante and brigantine Marianna, by Irwin Bevan (x)

One of the most successful ships was poacher- turned- gamekeeper HMS Black Joke, a brig. A 1827 captured slave ship, she had originally sailed under the name of Henrietta. With fair wind Black Joke was capable of overhauling the best on the coast and although only lightly armed she quickly became the scourge of the slavers.

Among Black Joke's most notable conquests was the Spanish brig el Almirante. The slaver was sighted on 1 February 1829 and although her quarry was vastly superior in size and arms Black Joke immediately gave chase. the winds were light and varibale and Black Joke had to resort to sweeps to close the gap. The chase lasted 11 hours under blazing sun and the light was fading as the desperate duel began. When the Spanish vessel finally surrendered it had 15 crewmembers dead and 13 wounded. Black Joke had suffered 6 wounded, two of whom later died. Over 450 slaves were found chained together in appaling conditions in the hold of El Almirante.

HMS Black Joke firing on the Spanish Slaver El Almirante, by Nicholas Matthew Condy (1816-1851) (x)

In one year alone Black Joke took 22 ships and liberated 7000 slaves. Sometimes she worked in tandem with other ship. In September 1831 she was sailing with the schooner HMS Fair Rosamond off the mouth of the Bonny River when they surprised two Spanish slavers. Recognising the Royal Navx ships the vessels fled back up the river and Black Joke and Fair Rosamond gave chase. As they were overhauled the Spanish began throwing slaves over the side. Some were chained together in pairs and quickly drowned Others tried to make for the shore but were attacked by sharks and torn to pieces. The 4 vessels crammed on all sail as they raced up the river. Eventually the slavers were captured and what remained of their sorry human cargo given their freedom. HMS Black Joke met an inglorious end in May 1832. Her timbers rotten, she was condemned by Admiralty surveyors and burnt.

There was a huge human cost for the men who served in the West Africa Squadron. Much of daily life was tedious and there was little chance of promotion as a result of a celebrated victory in a famous battle. Fever was rife and between 1830 and 1865 some 1600 men in the West Africa Squadron died. In one year about 25% of the officers and men died, a proportion 15 times higher that the navy had ever lost in wartime in any year.

#naval history #hms black joke #tw:slavery #early 19th century #age of sail

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cenorii · 1 year

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My Avatar OC! Evan Landry The events of this story take place 35+ years before the canon. In the past, he is a military doctor, and currently a biologist on Pandora. Specializes in plant morphology. It is difficult to call him a calm person, Evan is constantly actively engaged in something and makes everyone around him active. He was hired as an expert in certain fields, but eventually he became a backup Driver. Spare, so without Avatar. His story is unlikely to surprise you with anything: an ordinary, passionate person. Divorced because his wife did not share his views on the future. There are no relatives, friends, only colleagues and work. Nothing was distracting... up to a certain point. One day he met his fellow driver for the first time in a new body. Before that, he had only seen Na'vi in photos and read about them in books, but the meeting in real life... turned his mind upside down. Evan was startled. Since then, he has been seriously interested in them, studying the culture of this race with all his might. He literally dreamed of being in such a body, but then he remembered that he himself was only a pseudo-driver, which made him very upset and the usual work was already difficult for him. During this protracted period of xenophilia, Evan became friends with his colleague, Raymor Norberg, who was a full-fledged driver, as well as a good surveyor. This is Evan's first friend in 7 years on Pandora. It is difficult to say anything about his character, apart from the fact that he is very calm and loyal. For Evan, before this full-fledged acquaintance, Raymor was the person "who constantly stands aside with a serious face." But they're good friends now. Raymor had nothing against Evan looking at his secondary body and taking some notes. At such moments, harmony reigned between them, separating them from the outside world. But this did not interfere with their main work. There were moments when Evan just sat down on the ground and stared at his friend, which he stopped paying attention to after a while, just sighing and rolling his eyes. "He again... what can I do" Evan waited a long time for the management to allow him to become a full-fledged driver. - "I will be much more useful in a body adapted for my work," he said. But there was no answer for a long time. So 12 years of his stay on Pandora have already passed. And when Evan has already lost all hope, he receives a message about some cargo brought by the Venture Star. It could only mean one thing. He will finally become an Driver. His voice - Solar Fake

#OC #avatar #avatar the way of water #atwow #navi #na'vi oc

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f-shipping · 9 months

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What Are Navigation Audits During The Marine Cargo Inspection Services In Fujairah?

Recently, there has been a lot of focus on navigational audits because they are now a TMSA mandate and are also becoming more and more prevalent in other trades, such bulk and container carriers. While the audit or marine cargo inspection services in Fujairah itself is very significant, so too are the surveyor and the business chosen to carry it out.

There is still a gap in the system: There is neither an industry standard nor obligation in place to audit navigational actions. Even though a ship spends up to 90% of its time at sea, where navigation is the primary function, it does not receive the same amount of inspection. The only parties that mention navigational audits are the Oil Majors through their TMSA program, and even then, they are neither required nor do they define a frequency or standard to be implemented, thus they are not truly guidelines.

Further, it is envisaged that Navigation will be audited in accordance with the ISM Code criteria for the global fleet. The outside auditors for the ISM DOC are often class surveyors with a background in engineering. They therefore have little ability to audit navigation. Consider how many queries about navigation were raised during your most recent DOC audit. Similar to this, during shipboard ISM SMC audits, the same auditors are in charge of auditing navigation. Every two and a half years, these audits are conducted, and during that period, there may have been seven or more different Masters. It is difficult to arrive at a trustworthy conclusion. The ISM Code makes no mention of any requirements for even sailing on ships. The great majority of audits of navigation are restricted to in-port only and solely rely on records. Ship's officers may not be accurately recording what is happening, which might bias the audit findings, even if they are not intending to conceal incomplete checks.

Focal Shipping has the expertise and resources to help responsible operators meet the level of navigation requirements to keep their ships and crew safe at sea. Independent Navigation audits or marine cargo inspection services in Fujairah must therefore be a part of a ship owners/managers risk assessment modality. Few people realize that navigation is a human activity and that it is in the Human Element category. One issue with audits is that the greatest outcome a ship's Master and crew can hope for is a score; as a result, a more comprehensive approach to the audits is needed, one that encourages the ship's Master and officers to feel confident in their own navigation.

A more effective principle to follow would be "far better a willing volunteer than a conscript," in addition to the practice of filling out the standard accepted checklist. To that aim, we believe that any flaws should be pointed out, the individuals and group (Bridge Team) should be informed of what is wrong and why it is incorrect, and they should then be given the opportunity to implement new procedures. "Non-Conformities" with policies or procedures would be submitted to the firm for investigation. Onboard, deviations from the established shipboard procedures would be noted and the master and officers would be given the chance to make the necessary corrections during marine cargo inspection services in Fujairah.

As a result of our experience, we now know that bottom-up improvement is more effective than top-down change. Many police officers just haven't got the chance to see how things ought to be done correctly or are aware of how they ought to be done. There have been several initiatives throughout the years, both in terms of technological advancements and training. To help prevent collisions, we now have advanced radars, ARPAs, and AIS; for continuous position indication and monitoring, we have GPS and ECDIS. Even VDRs are available for recording what is happening.

Bridge Team Management training has been included, and on certain ships, sophisticated CBT as well. However, a large number of navigational mishaps occur as a consequence of failing to carry out fundamental navigational operations, such as keeping a "active" watch, plotting other boats, determining whether there is a risk of collision, and taking the necessary action in accordance with the COLREGs.

Focal Shipping is of the opinion that risk management and auditing may be utilized as tools to track and/or enhance both individual and team capabilities on the bridge. An audit or marine cargo inspection services in Fujairah conducted holistically rather than mechanically might also reveal improvements to current Safety Management Systems.

#focal_shipping #Marine_Cargo_Inspection #Services_In_Fujairah

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aimsurveyors · 2 years

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youtube

Cargo inspection services

#youtube #Cargo inspection services #Cargo inspection #Cargo inspector #Cargo controller #Cargo surveyor #cargo inspection company

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group3anetwork · 2 months

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Do you need reliable Cargo surveyor services? Group 3A Trading Co., Ltd. offers meticulous cargo surveying to ensure the safety and integrity of your shipments. Our experienced surveyors provide detailed assessments, verifying cargo condition, weight, and compliance with regulations. Trust us to safeguard your cargo's journey from start to finish. Contact us today for professional and trustworthy cargo surveying solutions!

#Cargo surveyor #group3a #commercial divers

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solentmarineconsultant · 1 year

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The On – Off Hire Bunker and Condition Surveys is the most popular survey in marine surveyor field. This survey is carried out prior and after charter period which purposed to determine the quantity of bunker remaining on board ROB and inspected the general condition of the vessel.

#On – Off Hire Bunker and Condition Surveys #Solent Marine Consultants #Charter on/off Hire Bunker and Condition Survey in Philippines #Condition Survey in Philippines #ISM/ISPS/MLC audits n inspections SOLENT/UK PORTS #Cargo damage SURVEYS Container/refrigerated container dry & Bulk #Draft Marine Surveyors in UK/Southampton

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mikegunnill · 1 year

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The (nearly) forgotten Whitstable Diver.

John Deane and his brother had a chance to try out an invention when the Bear and Key public house, caught fire.

On previous tests they had designed a makeshift-helmet, made from a suit of armour, with an air-pipe attached to a bellows. Several horses were trapped in the High Street, Whitstable pub, and using the new device John Deane walked through the smoke, saving all the coaching house horses.

John sold the smoke-mask patent, number 4869 to his employer for £417.

picture: The Bear and Key, right.

The successful rescue, gave the brothers an idea to develop the helmet for use, under water. They continued, what was now termed *diving equipment* in 1829, by working on the Carn Brea Castle. John and Charles Deane worked together on the wreck of the Royal George, during which John discovered the wreck of the Mary Rose.

picture: An early Deane diving helmet.

John Deane’s family, lived in a white-boarded cottage on Island Wall, the property was called Free Diver Cottage, but is now known as, The Crab and Winkle. On the front outside wall Canterbury City Council have installed, a blue plaque, noting that:

< John Deane 1800–1884. The Co-inventor of diving equipment and the diving helmet, lived here 1848–1854.>

The cottage which has changed little over the years, and is now, in great demand as a holiday rental property.

picture: John Deane’s cottage in Whitstable. Copyright: Mike Gunnill

During the Great Exhibition of 1851 several officials from The Admiralty viewed and inspected Deane’s ‘new’ diving equipment, along with his demonstrations held in a large glass fronted water tank. The men from the Admiralty would later seek John Deane out, needing help during the Crimean War, between October 1853 and February 1856.

picture: Deane’s warehouse in Whitstable.

John Deane with his family were living at 65 Island Wall, the home of the Browning family, when he was approached by the Surveyor of the Navy 1848–1861, Admiral Sir Baldwin Walker 1802–1876 on the 16th October, 1854.

Two days later, after negotiations, Deane signed a diving-contract, for one guinea a day, plus all board and lodging and if successful, a gratuity of £200 at the end of his work. As a matter of urgency, the Admiralty wanted him to take a team of four experienced civilian divers to the Crimean War. Not only did the country require John Deane for his diving skills, but also for his knowledge of using explosives under water.

The Russians had shuttled several ships at Sebastopol/Savastopol blocking the harbour. Somehow these vessels, had to cleared as the Crimean War was going badly for the British. His diving experience would be tested, as the plan involved placing specially made 1000 lb explosive devices on the underwater hazards. Sailing with him was friend, diving partner 1834–1855 and business partner William Edwards. The pair left Portsmouth on Sunday, the 26th of November, 1854 on board the ship, The Robert Lowe with the bomb cylinders and diving equipment.

Extra diving equipment was also loaded on to the store ship, HMS Prince which was making the same voyage. On board this vessel were two other divers, James Rigden and George Allen, both were well known Whitstable men.

Soon after arriving off Balaklava in November 1854, HMS Prince sank with the loss of 154 men, including the two Whitstable divers, Rigden and Allen. All the extra diving equipment was also lost, along with the main ship’s cargo, much needed winter grey coats, undergarments, socks and boots, for 40,000 British troops.

Deane and Edwards on their arrival, had the unpleasant task of diving on the ship, to see what could be recovered from the wreck.

picture: John Deane. Copyright Cambridge Library.

The Robert Lowe stopped in Malta and then finally arrived at Scutari, in Turkey. The Selimiye Barracks, were allocated as the main British Army barracks for the war. The barracks became a temporary military hospital, where in November 1854 Florence Nightingale arrived with 37 volunteer nurses, staying until 1857.

John Deane had to find replacement divers, for the those lost when HMS Prince sank. He wrote to his friend, James Bell a diver from East Street, Herne Bay to find three other men and to travel to join him. It is thought one of the new crew included William Bell, the son of James who now lived on Marine Parade, Herne Bay and was an old business partner of John Deane’s. The replacement team and diving equipment left Portsmouth in January 1855.

On the 23rd of May, 1855; Whitstable man, William Edwards left the main diving party on a secret mission to Kerch. Located further along the coast, it guarded a narrow passage-way into the Sea of Azov, which was blocked by shuttled Russian ships.

The clearance plans were a great success but not without the loss of William Edwards. During the final weeks of blowing up two Russian naval ships, Edwards contracted cholera and was transferred to a hospital ship, thought to be HMS Belleisie. William Edwards was born in High Street, close to Queenborough Harbour, the Isle of Sheppey, on the 27th of January, 1801. He was a married man with a daughter from his previous marriage, and a Master Mariner. William Edwards died on board the hospital ship in Kerch Bay on the 31st of August, 1855. He was buried in a British cemetery within the grounds of Fort Saint Paul, Kerch.

John Deane took the news of William Edward’s death very hard. He had been a friend-business partner for 25 years, and during the journey to the Crimea a constant companion. Deane wrote to his second wife, Mrs Sarah Edwards and daughter Ann, to break the news of her husband’s death. The letter dated, the 2nd September, was received two months later in Whitstable.

The Edward’s old home, by this time, had been converted into The Lower Hope beer house. Which, after renumbering, is at number 9 High Street in Whitstable.

Today in Sebastopol or Kerch, there are no British cemeteries or neat rows of graves for the war dead, like other British conflicts. Just after troops and naval personel left the Crimea, many of the graves were desecrated, opened and plundered. By 1900 there were few British cemeteries left, and those that remained were bulldozed and cleared in the late 1950’s under order from Nikita Khrushchev, the soviet premier.

John Deane continued his clearance work around Sebastopol harbour, which included defusing several mine-fields. The Russians had laid a series of wired mines in the main channel, which all had to be cleared by hand.

In January 1856, Deane wrote to Sarah Ann Browning back in Whitstable, mentioning his diving duties. “We are getting on really well with the destruction of the Docks. Frequently using several thousand pounds of gunpowder, every day. The havoc, as you can imagine, is frightfully grand.”

John Deane was officially discharged from Government service on the 10th of July, 1855 but stayed on, to help and assist the Royal Engineers. It was in June of 1856 that Deane and his other two Whitstable divers finally left Balaclava harbour on board the Robert Lowe, arriving in Portsmouth on August 4th.

Deane returned to Whitstable as a hero and a local celebrity in 1856. His exploits had been reported extensively in The Times newspaper by William Howard Russell, who had nicknamed Deane “The Infernal Diver.” More importantly after two years he was reunited with his children. son Edmund, and daughters Agnes, Caroline and Susannah. John was keen to see Sarah Browning who had managed his business affairs and corresponded with him, sometimes in a private secret code. Their relationship naturally developed and within a short time, they were married in Whitstable.

picture: Sarah Ann Browning.

He retired from the diving industry soon after returning from the war. Deane was a modest, quiet man and he told anyone that asked that, “He had done enough.”

Two of the captured cannons from Sebastopol followed Deane back to Kent. Others were distributed across the Empire and major towns in the United Kingdom. One cannon was presented to the people of Maidstone, in 1858. Number 24386 and sits at Lower High Street pointing towards the River Medway. Not to be out-done by the county town, Rochester asked if they could have a cannon as well! It was duly presented in 1859, again by Lord Panmure. In 1899 it was sited to Rochester Castle Gardens, where it has remained ever since providing a useful climbing frame for children of all ages.

Several years after returning from the Crimean War, the Admiralty after much stalling finally paid John Deane, the balance of funds owing to him. This totalled, £1,471. 18s.

Mr and Mrs John Deane lived in Whitstable and then, for a short time in Ramsgate. Sarah Ann Deane died in November 1865, aged 36 years old and her body was transported back to Whitstable for burial.

John Deane married, 43-year-old Ruth Norris in 1868 at Saint Peters Church in Hackney. After a short time living in Whitstable, the couple moved to Ramsgate. About 5 years after marriage, while living in Ramsgate, John Deane had his photograph taken.

picture: Deane and his wife, Ruth at their Ramsgate home. Copyright Cambridge Library.

Their home, was a four-storey terrace property, at Number 90 Hardes Street, which stands today and was owned by the Deane family from 1871 until 1896.

picture: Hardes Street, Ramsgate. Copyright: Mike Gunnill

John Deane, aged 84 years, was buried on the 12th of July,1884 in plot 342 in Ramsgate Cemetery. The large grave holds several family members and can be found in the old section of the cemetery, grave number; HB 342.

picture: John Deane’s grave, Ramsgate. Copyright: Mike Gunnill

Considering the invention of the diving helmet and the impact diving had on Whitstable industry, there are few reminders of the Deane Brothers, in the town. Even less is remembered of William Edwards, who played an important part in the development of diving and the use of explosive materials underwater. His work in the Crimea, with that of John Deane was heroic and helped shorten the conflict.

What does remain in Whitstable, is John Deane’s cottage and a strange modern sculpture, featuring the diver. The sculpture by Paul Richardson, was unveiled in 1995. Commissioned by Canterbury City Council to “reflect local heritage.” You can find it, in the centre of the car park of Whitstable swimming pool.

John Deane 1800–1884 is sadly, largely forgotten in Whitstable and Kent - which is a shame! There was no better diver or underwater explosive expert in his life time.

#Deane #Whitstable #Ramsgate #Mary Rose #diving #Canterbury City Council #Crimea #William Edwards #The Stag #Bear and Key

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petrosolgas · 1 year

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Atlas Professionals abre MUITAS vagas de emprego offshore para início imediato

A Atlas Professionals é uma empresa de renome internacional, especializada em recrutamento para as indústrias marítima e energética, e atualmente está oferecendo dezenas de vagas de emprego offshore para profissionais qualificados do setor offshore.

Conforme a empresa, as vagas estarão disponíveis nos meses de abril a maio. Se você é um profissional qualificado em busca de novas oportunidades, essa pode ser uma chance única para alavancar sua carreira e adquirir experiência em um ambiente dinâmico e desafiador.

Cargos disponíveis na Atlas Professionals

Confira a lista de vagas de emprego offshore disponíveis:

Operador de Gyro/MWD;

Operador de Deck;

Técnico em Mecânica Hidráulica;

Comprador;

Mecânico;

Técnico em Segurança do Trabalho;

Engenheiro Elétrico;

Bombeador;

Coordenador de Controle Operacional;

Surveyor Pleno;

Técnico II;

Analista de Logística;

Marinheiro de Máquinas;

Gerente Financeiro de Projetos;

Operador de Habitat;

Gerente de Interface;

Técnico de Planejamento (onshore);

Técnico de Mecânica (onshore);

Eletricista (onshore);

Caldeireiro;

Observador Sísmico;

Engenheiro Mecânico;

Operador de Controle de Lastro;

Analista de Treinamento e Desenvolvimento;

Inspetor de Talentos;

Especialista de Risco;

Técnico em Instrumentação;

Soldador;

Supervisor Mecânico;

Técnico em Elétrica;

Marinheiro de Convés;

Mestre de Cabotagem;

Analista de Projetos;

Surveyor Sênior;

Almoxarife;

Rádio Operador;

Técnico de Sistemas de Lançamento;

Coordenador de Controle Operacional.

Concorra a uma das vagas offshore disponíveis na Atlas Professionals

Os candidatos interessados nas vagas de emprego offshore disponíveis na Atlas Professionals devem acessar a página de carreiras da empresa e escolher o cargo desejado. É importante se atentar aos requisitos exigidos para a vaga almejada antes de concluir a candidatura.

Em seguida, é necessário clicar em “Aplicar para este trabalho” e criar uma conta de acesso no site inserindo informações atualizadas de experiência profissional. Os candidatos devem manter seus certificados atualizados para aumentar as chances de serem selecionados.

Benefícios oferecidos pela empresa

Os benefícios oferecidos pela Atlas Professionals incluem: plano de saúde, vale-alimentação, vale-refeição, plano odontológico, seguro de vida e vale-transporte. Esses benefícios são importantes para garantir a qualidade de vida e o bem-estar dos colaboradores, além de demonstrar o compromisso da empresa em proporcionar um ambiente de trabalho seguro e saudável para seus funcionários.

Principais vantagens de atuar embarcado

Atuar embarcado oferece diversas vantagens a profissionais que buscam crescer em suas carreiras, a principal delas é o salário atrativo, que pode variar conforme a experiência e treinamento. Para um Auxiliar de Plataforma Naval, por exemplo, o salário inicial pode variar de R$ 2.035,00 a R$ 3.800,00, correspondendo a cerca de 15 dias de trabalho efetivo a bordo.

Outra vantagem de trabalhar a bordo é ter mais tempo livre ao desembarcar, o que permite passar mais tempo com a família e amigos. As empresas do ramo investem no desenvolvimento profissional de seus funcionários, o que permite valorizar e investir em uma carreira estabelecida por meio de diplomas e educação.

Sobre a Atlas Professionals

A Atlas Professionals é uma empresa especializada em recrutamento internacional para os setores de energia, marinha e energia renovável. Seu objetivo é criar um ambiente de negócios confiável, flexível e sustentável, onde seus profissionais possam alcançar o sucesso que merecem, e seus clientes acessem os melhores talentos em suas áreas.

A empresa oferece soluções personalizadas de recrutamento de ponta a ponta, incluindo a aquisição de vistos, processamento de folha de pagamento, conformidade regulatória e treinamento de segurança. Com sua vasta experiência e compromisso com a excelência, a Atlas Professionals está constantemente inovando, melhorando e evoluindo para continuar liderando a indústria e fornecer um serviço excepcional aos clientes e profissionais.

O post Atlas Professionals abre MUITAS vagas de emprego offshore para início imediato apareceu primeiro em Petrosolgas.

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