MEMB NewsER


John Tyrer presents the theory of shearography. Peter Broad and Mike Schwarz presenting the AGM.


David Pestridge addresses the AGM attendees.


Following the publication in a recent story in the IIMS July news bulletin entitled


The Baltimore Bridge Black Swan Event, IIMS received an email as follows:


"Just reading the latest news bulletin and the Baltimore Bridge Black Swan Event article. I believe the article first appeared in the RINA newsletter and Maritime Executive.


Having read it twice, I contacted Chris Boyd, Chief Executive of RINA, and he agreed with me that the reference to the MWS (marine warranty surveyor) is incorrect in that it is independent marine surveyors appointed on behalf of underwriters, P&I clubs and so on, that carry out this work, considered to be reactive surveys. The proactive surveys which MWS carries out are to do with the design and construction of larger projects.


In this case the design of the vessel had little to do with the incident. It was a failure of technology. The bridge problem was one of lack of sufficient material around the bridge supports to prevent a vessel from hitting the bridge structure, the realm of the civil engineers."


Mike Wall


Julian Smith, Cayman Registry.


Capt. Zarir Irani.


Richard Watson writes from Antigua


following the publication


of the article in edition 108 of The Report magazine entitled Advancements in Marine Composite Inspection through Laser Speckle Pattern Shearing interferometry and the need to introduce qualified technicians to undertake the work.


"As you know I have an interest in how best to survey composites, in particular carbon composites. This is an interesting article; however, laser thermography and shearography have been around for decades and the reason they are not more widely used is the expense of the equipment, not the lack of training.


However, that is not my concern. The author is wrong to cite the loss of the Cheeki Rafiki as the reason to establish yet another group of 'experts'. Cheeki Rafiki departed Antigua not Newfoundland and her loss was due to failed keel bolts not delamination of the hull. She had been grounded previously and a simple torque test of the keel bolts would have discovered they had already snapped without the need for expensive and specialist NDT.


I gave evidence at the request of the MCA in the manslaughter trial of the operator of Cheeki Rafiki. He was found not guilty as sadly the judge determined that it was ultimately the skipper's decision to go to sea in an unsafe vessel.”


THE REPORT | SEP 2024 | ISSUE 109 | 35


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