On December 23, 2008 in the massive Rally held at Azad Maidan more than 2500 (Two Thousand Five Hundred) proud Indians including of seafarers assembled to protest against the unfair judgement against Capt. Jasprit Chawla and Chief Officer Syam Chetan of the ship “Hebei Spirit”. Despite being proven innocent in June, 2008 the two seafarers were sentenced on December 10, 2008 and are presently in Korean jail, under inhuman conditions, serving a sentence of 18 months and 8 months respectively. There is national and international outrage and protest against the unfair judgement. This is yet another example of criminalization of seafarers for discharging their professional duties.
The Indian shipping fraternity comprising of National Union of Seafarers of India (NUSI), The Maritime Union of India (MUI) alongwith the Transport & Dock Workers Union (TDWU), All Indian Railwaymen’s Federation (AIRF), Aviation Industry Employees Guild, Bombay Port Trust Employees Union and Shipowners Association i.e. Foreign Owners Representatives and Shipmanagers Association (FOSMA), Maritime Association of Shipowners, Shipmanagers and Agents (MASSA), the Indian National Shipowners Association (INSA), Company of Master Mariners of India (CMMI), Nautical Institutes and others had appealed to boycott Korean products especially Samsung. The International Transport Workers Federation (ITF) and the Hind Mazdoor Sabha (HMS) has also strongly demanded justice for Capt. Jasprit Chawla and Chief Officer Syam Chetan.
All those present in the rally and thousands of seafarers presently sailing joined in the appeal and have pledged not to use Korean products especially Samsung. While diplomatic efforts are on, this is the power of proud Indians expressing their solidarity for justice. This incident has already affected the now cordial relations between India and South Korea which will only worsen if justice is not done to Capt. Jasprit Chawla and Chief Officer Syam Chetan in South Korea.
Monday 29 December, 2008
V Ships primes up the Vetting Process
Committed to maintaining its foremost position in tanker trade, V Ships has been organising regular workshops and training to keep its fleet personnel well abreast of developments in shipping in general and requirements of V Ships in particular. The world’s largest provider of ship management services, V Ships has on its fleet nearly 1,000 vessels encompassing almost all types.
Their office in India recently focussed on one of the most significant initiatives to be introduced by Oil Companies International Marine Forum (OCIMF) the Vetting Inspection which is in line with the Ship Inspection Report Programme (SIRE).
Accordingly it conducted a one-day Vetting seminar for its captains and other officers at a posh hotel in North Mumbai, which saw at least 40 of its officers participating. It was an opportunity to get an up-date on what is expected according to the vetting process, keeping up the standards and about the SIRE inspection.
This Ship Inspection Report (SIR) has been developed as part of the CEFIC “Safety and Quality Assessment System for the Management of Ship Operations”. For assessment purposes, the SIR is read in conjunction with the Vessel Particulars Questionnaire (VPQ) so that an accurate assessment of the ship at the time the inspection is carried out. The SIR is essentially a quality assessment of the ship, its operations and personnel which also incorporate essential aspects of safety and environmental protection. The SIR does not attempt to pass or fail the ship for any particular purpose but rather to gives an assessment of conformance at the time of the inspection as measured against internationally accepted standards.
The SIRE programme has been launched to specifically address concerns about sub-standard shipping. The SIRE Programme is a unique tanker risk assessment tool of value to charterers, ship operators, terminal operators and government bodies concerned with ship safety.
Essentially, SIRE focuses on tanker industry awareness on the importance of meeting satisfactory tanker quality and ship safety standards. The programme has received industry-wide acceptance and participation by OCIMF Members, Programme recipients and ship operators.
Despite his heavy schedule and having returned from Delhi the same morning, Capt Rajesh Tandon, Managing Director, V.Ships India Pvt. Ltd, came straight from the airport to the venue of the seminar to join the participants and to make himself available and help build a closer bond.
Giving a brief about the programme Capt Vaibhav Dalvi, General Manager and Capt Pankaj Nayak, Manager Training informed that once we have oil major approval as with OCIMF the value of the ship goes up and the company and the ship owners have a better chance of chartering their vessel, since this shows the condition of the vessel. In this regard SIRE is the commercial aspect. “V Ships has a good reputation and even if there are old vessels they are inspected and under SIRE we have a good reputation since we have a system in place to correct any defects.”
It was pointed out that creating a culture of self assessment is the best approach as it gears the ship’s crew to be well prepared at all times. This way one tends to fix everything that is in working order.
The one day ‘Mumbai Vetting Seminar’ was presided over by Mr. Alasdair Ireland, Group Training and Planning Manager, V.Ships, along with Capt Vishal Singh, Projects & Operations Officer. Both had flown in especially from Glasgow to address and interact with the officers.
Being ready to face any eventuality is what V.Ships aims to prepare its officers for and hence raises the competency of its officers. It is indeed the best way to get set even for Vetting inspections. This practice is what has made V Ships the foremost in shipping and tanker trade.
Capt Vishal and Capt Alasdair presented details about the Vetting process and the various issues involved with regard to tanker inspection. “Ships are complex pieces of machinery and are operated in a hostile environment,” described Capt Vishal. “Anything can go wrong when you least expect it.”
They highlighted the importance of being constantly prepared for the Vetting inspection. In this regard they amplified what is required to be done when an inspection is arranged; the need to maintain correct records; carry out necessary repairs, prepare documents; getting all personnel on board attuned to meeting the inspector, etc. It also projected the need to give the inspector a warm welcome and to have a good interaction.
After lunch, all the participants had an opportunity to interact with each other on the morning sessions. This afforded the officers to realise the finer details of the Vetting Inspection. The interaction was followed by one of the most significant presentations of the day, ‘Tanker Officer Training Standards’ (TOTS).
It was during the seminar that the sad news of the sentencing of two V Ships officers, Captain Jasprit Chawla and chief officer Syam Chetan by the South Korea appeal court was received with shock. A pall of gloom settled on the participants in the hall where the seminar was being conducted. The evening cultural programme which would have been full of gaiety and entertainment was called off as no one was in a mood for any celebrations. Instead it was just a quiet evening over cocktails and dinner.
Their office in India recently focussed on one of the most significant initiatives to be introduced by Oil Companies International Marine Forum (OCIMF) the Vetting Inspection which is in line with the Ship Inspection Report Programme (SIRE).
Accordingly it conducted a one-day Vetting seminar for its captains and other officers at a posh hotel in North Mumbai, which saw at least 40 of its officers participating. It was an opportunity to get an up-date on what is expected according to the vetting process, keeping up the standards and about the SIRE inspection.
This Ship Inspection Report (SIR) has been developed as part of the CEFIC “Safety and Quality Assessment System for the Management of Ship Operations”. For assessment purposes, the SIR is read in conjunction with the Vessel Particulars Questionnaire (VPQ) so that an accurate assessment of the ship at the time the inspection is carried out. The SIR is essentially a quality assessment of the ship, its operations and personnel which also incorporate essential aspects of safety and environmental protection. The SIR does not attempt to pass or fail the ship for any particular purpose but rather to gives an assessment of conformance at the time of the inspection as measured against internationally accepted standards.
The SIRE programme has been launched to specifically address concerns about sub-standard shipping. The SIRE Programme is a unique tanker risk assessment tool of value to charterers, ship operators, terminal operators and government bodies concerned with ship safety.
Essentially, SIRE focuses on tanker industry awareness on the importance of meeting satisfactory tanker quality and ship safety standards. The programme has received industry-wide acceptance and participation by OCIMF Members, Programme recipients and ship operators.
Despite his heavy schedule and having returned from Delhi the same morning, Capt Rajesh Tandon, Managing Director, V.Ships India Pvt. Ltd, came straight from the airport to the venue of the seminar to join the participants and to make himself available and help build a closer bond.
Giving a brief about the programme Capt Vaibhav Dalvi, General Manager and Capt Pankaj Nayak, Manager Training informed that once we have oil major approval as with OCIMF the value of the ship goes up and the company and the ship owners have a better chance of chartering their vessel, since this shows the condition of the vessel. In this regard SIRE is the commercial aspect. “V Ships has a good reputation and even if there are old vessels they are inspected and under SIRE we have a good reputation since we have a system in place to correct any defects.”
It was pointed out that creating a culture of self assessment is the best approach as it gears the ship’s crew to be well prepared at all times. This way one tends to fix everything that is in working order.
The one day ‘Mumbai Vetting Seminar’ was presided over by Mr. Alasdair Ireland, Group Training and Planning Manager, V.Ships, along with Capt Vishal Singh, Projects & Operations Officer. Both had flown in especially from Glasgow to address and interact with the officers.
Being ready to face any eventuality is what V.Ships aims to prepare its officers for and hence raises the competency of its officers. It is indeed the best way to get set even for Vetting inspections. This practice is what has made V Ships the foremost in shipping and tanker trade.
Capt Vishal and Capt Alasdair presented details about the Vetting process and the various issues involved with regard to tanker inspection. “Ships are complex pieces of machinery and are operated in a hostile environment,” described Capt Vishal. “Anything can go wrong when you least expect it.”
They highlighted the importance of being constantly prepared for the Vetting inspection. In this regard they amplified what is required to be done when an inspection is arranged; the need to maintain correct records; carry out necessary repairs, prepare documents; getting all personnel on board attuned to meeting the inspector, etc. It also projected the need to give the inspector a warm welcome and to have a good interaction.
After lunch, all the participants had an opportunity to interact with each other on the morning sessions. This afforded the officers to realise the finer details of the Vetting Inspection. The interaction was followed by one of the most significant presentations of the day, ‘Tanker Officer Training Standards’ (TOTS).
It was during the seminar that the sad news of the sentencing of two V Ships officers, Captain Jasprit Chawla and chief officer Syam Chetan by the South Korea appeal court was received with shock. A pall of gloom settled on the participants in the hall where the seminar was being conducted. The evening cultural programme which would have been full of gaiety and entertainment was called off as no one was in a mood for any celebrations. Instead it was just a quiet evening over cocktails and dinner.
Monday 22 December, 2008
Mr. Rizwan Soomar joins Maersk Line
: Maersk has announced that Mr. Rizwan Soomar has taken over as Managing Director - India & Sri Lanka for Maersk Line; the container shipping arm of the Denmark based A P Moller-Maersk Group.
Rizwan takes over from Hans-Ole Madsen, who after his six year long stint as Managing Director, Maersk India and also as Regional Top for South Asia, has taken up a senior position at APM Terminals (also a A P Moller-Maersk Group Company) as Head of Business Development for Africa, Middle East and the Indian subcontinent.
Rizwan joined the group in 1995 as a management trainee and has since held various senior positions in India and possesses international experience as well. He was the Senior General Manager, North West India before he moved on to Egypt in May 2007. Prior to taking over the present responsibility Rizwan was the Managing Director of Maersk Line Egypt.
On assuming the leadership of the largest container shipping company in India, Rizwan said “I am happy to be back in India where I started my career with Maersk about 13 years back. I am looking forward to take on this new and challenging role. With the effects of the global economic slowdown beginning to show in India, the road ahead is going to be testing and will not only throw a lot of challenges but also many opportunities. I am confident that with the help of our strong setup and skilled resources we will surely sail through these difficult times and in fact emerge stronger.”
Rizwan takes over from Hans-Ole Madsen, who after his six year long stint as Managing Director, Maersk India and also as Regional Top for South Asia, has taken up a senior position at APM Terminals (also a A P Moller-Maersk Group Company) as Head of Business Development for Africa, Middle East and the Indian subcontinent.
Rizwan joined the group in 1995 as a management trainee and has since held various senior positions in India and possesses international experience as well. He was the Senior General Manager, North West India before he moved on to Egypt in May 2007. Prior to taking over the present responsibility Rizwan was the Managing Director of Maersk Line Egypt.
On assuming the leadership of the largest container shipping company in India, Rizwan said “I am happy to be back in India where I started my career with Maersk about 13 years back. I am looking forward to take on this new and challenging role. With the effects of the global economic slowdown beginning to show in India, the road ahead is going to be testing and will not only throw a lot of challenges but also many opportunities. I am confident that with the help of our strong setup and skilled resources we will surely sail through these difficult times and in fact emerge stronger.”
Sahil Freight adroitly handles EMCO's ODC for Iraq
Offering cost-effective logistics solutions to EMCO Ltd for its sensitive project cargo, Sahil Freight Express successfully undertook the loading and transport of the company's over-dimensional transformers from the factory premises for delivery at the installation site in Iraq in the shortest possible time.
This was another of the successes notched up by Sahil Freight since it embarked on a rapid growth path towards becoming a multi-location, international general freight forwarding logistics company with 30 branches across India and 15 around the world in the next five years. Leveraging its expertise and skill, it has positioned itself as a provider of tailored logistics solutions to the engineering and original equipment manufacturing sector too.
"Sahil Freight Express is known for its capability, efficiency and cost effectiveness in handling such project cargo," said Mr Rajan Mallick, Head, International Sales of the International Division of EMCO Ltd. "This quality is the determining factor that induced us to entrust our consignments to them. They are very cooperative and efficient and we know that we can rely on their quality and innovative approach. Handling such massive sizes of 6.8 m x 4.3 m x 3.1 m L x W x H in dimension and weight of 105 tonnes each can prove to be a demanding task, but for Sahil Freight handling of such project cargo of any dimension is a routine operation."
EMCO Ltd, a company set up in 1965, supplies transformers, accessories and other electrical equipment meant for power generation and sub-station projects being executed in Iraq. EMCO is also the supplier to over 60 projects being undertaken worldwide in 35 countries. Building on trust and confidence, Sahil Freight has succeeded in strengthening its relationship with EMCO, as is the case with all of its clients.
Sahil Freight Express Pvt. Ltd, a privately-owned company with extensive experience in air and sea chartering, Customs clearance and warehousing, has already undertaken the transport and delivery of two 165 mbA transformers weighing over 105 tonnes each for EMCO. And the company is engaged in transporting more such transformers for EMCO.
"Our capabilities have been repeatedly demonstrated by us as we now regularly transport a number of break-bulk consignments to various parts of the world," says Mr Suhail Shaikh, Sahil Freight's Chairman and Managing Director. "The two transformers were moved by road from the client's factory in Thane to Mumbai Port and then on to Iraq for onward delivery to the construction site. Recently, we handled part of 50,000 tonnes of construction equipment for a new steel plant in China. The project required transport from India to Shanghai and then on forwarding to the job site at Jiangyin."
A member of international freight forwarding networks like Project Professionals Group, the Heavy Lift Group and World Wide Project Consortium, Sahil Freight Express offers tailor-made solutions garnered from its expertise and knowhow developed over the years for meeting the specific needs of the engineering industry.
To stay ahead of the competition, the company has invested heavily in introducing end-to-end solutions for the planning, execution and management of the entire transportation lifecycle.
It has a platform for Electronic Data Interchange (EDI) between clients, authorities and other suppliers, thus factoring in transparency, guaranteeing smooth communications and ensuring seamless transportation and processing. At every stage of the supply chain, a constant endeavour is made by Sahil Freight to find ways to control costs, negotiate transportation rates, improve services and accelerate returns on investment.
This was another of the successes notched up by Sahil Freight since it embarked on a rapid growth path towards becoming a multi-location, international general freight forwarding logistics company with 30 branches across India and 15 around the world in the next five years. Leveraging its expertise and skill, it has positioned itself as a provider of tailored logistics solutions to the engineering and original equipment manufacturing sector too.
"Sahil Freight Express is known for its capability, efficiency and cost effectiveness in handling such project cargo," said Mr Rajan Mallick, Head, International Sales of the International Division of EMCO Ltd. "This quality is the determining factor that induced us to entrust our consignments to them. They are very cooperative and efficient and we know that we can rely on their quality and innovative approach. Handling such massive sizes of 6.8 m x 4.3 m x 3.1 m L x W x H in dimension and weight of 105 tonnes each can prove to be a demanding task, but for Sahil Freight handling of such project cargo of any dimension is a routine operation."
EMCO Ltd, a company set up in 1965, supplies transformers, accessories and other electrical equipment meant for power generation and sub-station projects being executed in Iraq. EMCO is also the supplier to over 60 projects being undertaken worldwide in 35 countries. Building on trust and confidence, Sahil Freight has succeeded in strengthening its relationship with EMCO, as is the case with all of its clients.
Sahil Freight Express Pvt. Ltd, a privately-owned company with extensive experience in air and sea chartering, Customs clearance and warehousing, has already undertaken the transport and delivery of two 165 mbA transformers weighing over 105 tonnes each for EMCO. And the company is engaged in transporting more such transformers for EMCO.
"Our capabilities have been repeatedly demonstrated by us as we now regularly transport a number of break-bulk consignments to various parts of the world," says Mr Suhail Shaikh, Sahil Freight's Chairman and Managing Director. "The two transformers were moved by road from the client's factory in Thane to Mumbai Port and then on to Iraq for onward delivery to the construction site. Recently, we handled part of 50,000 tonnes of construction equipment for a new steel plant in China. The project required transport from India to Shanghai and then on forwarding to the job site at Jiangyin."
A member of international freight forwarding networks like Project Professionals Group, the Heavy Lift Group and World Wide Project Consortium, Sahil Freight Express offers tailor-made solutions garnered from its expertise and knowhow developed over the years for meeting the specific needs of the engineering industry.
To stay ahead of the competition, the company has invested heavily in introducing end-to-end solutions for the planning, execution and management of the entire transportation lifecycle.
It has a platform for Electronic Data Interchange (EDI) between clients, authorities and other suppliers, thus factoring in transparency, guaranteeing smooth communications and ensuring seamless transportation and processing. At every stage of the supply chain, a constant endeavour is made by Sahil Freight to find ways to control costs, negotiate transportation rates, improve services and accelerate returns on investment.
Shipping lines rationalise services
The turbulence from the meltdown is finally crushing the shipping industry, which appears to be increasingly headed for the docks because fewer companies are ordering goods for transport. The sinking fortunes of the shipping industry have seen a reduction of traffic on key trade routes; cancellation of new ship orders and plummeting cargo rates. Adding to their woes is ‘piracy’ which has sent ship owners scampering for quick fixes.
“Piracy is on the increase and insurance companies are getting set to raise premium,” stated S.S. Kulkarni, secretary general of Indian Shipowners Association of India (INSA). “If it gets jacked up immensely then ship owners will be forced to take the route around the Cape of Good Hope. Some ship owners have already taken the decision but none of the Indian ship owners have yet done so. International Association of Dry Cargo shipowners (Intercargo) and the International Association of Independent Tanker Owners (Intertanko) are two global trade bodies that have started asking their members to do so. This would mean an increase of at least two weeks additional voyage time.”
“You will see lines coping with different situations by rationalisation of their services,” says Marc Bourdon, General Manager in India of CMA CGM. “This is what is happening today. We are seeing rationalisation of services to ensure that costs go down. We re-adapt our services to suit the market conditions which is not an easy exercise whether it is done by reducing the services, re-routing etc whatever is required to rationalise. That is what all of the industry has to do today.
“Piracy is affecting all the shipping lines operating through the Suez. We too use the operated route like all shipping lines and it is affecting our quality. Diverting ships will have deep-rooted consequences but if the situation deteriorates any further, then we will have to use a different route. It is a complex world wide exercise. There is nothing special we have for India at the moment as such.”
Amongst the first to take evasive action has been the Seaarland group of companies and Motia Compagnia di Navigazione. Both have acted to ensure the safety of their crew, ships and cargoes until the escalating piracy situation off East Africa in the Gulf of Aden is brought under control.
Antonio Zacchello, managing director of the Seaarland group of companies and Motia, says, "We at Seaarland and Motia feel that we have to act to protect our crew from piracy attacks. Accordingly, we have instructed our masters and informed all our customers that until further notice our vessels will be routed to avoid the Gulf of Aden and asked to go as far offshore as is practical if they have to transit the East African coast. We shall also be taking all other precautions on board to deter piracy as we see fit during the present crisis. And we urge the navies in the area, and the major developed nations which depend on world trade through the Gulf of Aden, to act firmly and promptly to restore security to the area. Our seafarers deserve better protection."
Taiwan’s TMT, one of Asia’s biggest shippers has joined the growing list of operators openly diverting their tankers via South Africa because of fears over attacks in the Gulf of Aden. The 20-strong fleet is regularly used to ferry crude oil from the Middle East to consumers in Europe.
Ship brokers say that decisions by big tanker firms to skip the Suez Canal and take the longer voyage around the Cape of Good Hope would add an extra 15 days to ferry oil from the Gulf to Mediterranean refiners, twice the normal time and distance. Delivering crude oil and petroleum products from the Gulf to consumers in northern Europe would take an extra 14 days journey, on top of the typical 19 days through the Suez, they said.
Maersk Line has announced the lay up of eight 6,500 TEU (twenty- foot equivalent unit) vessels. The decision follows the recently announced changes in their Asia - Europe, Asia - Central America, and Trans-Pacific service networks. This resulted in surplus vessel tonnage, which will not be re-deployed in their service network.
"In view of the market conditions, we have reached the point wherelaying up the eight vessels makes better economic sense than re-deployingthem," says Michel Deleuran, Head of Network and Product in Maersk Line. “Maersk Line will continue to adjust capacity in the light of market developments by optimising our schedules, consolidating services, vessel sharing agreements (VSA), enhancing port productivity, economical sailing (reducing speed), and - unless current market conditions improve – additional laying up of vessels.”
“By laying up the ships the operating expenses of the vessel owner comes down,” pointed out Hanoz Mistry, director of Five Star Chartering Private Ltd. “They retain the minimum crew on board. Thus the cost is reduced by 50%. However, the full effect of the recession has not been felt in the case of container vessels which carry consumer goods. But once the winter is through the tanker trade will feel the pinch.”
The free fall of shipping charge prices and the mothballing of new vessels are not the only measures of the perfect storm of extra tight credit and worldwide economic retrenchment that is now hitting land. Adding more ports of call appears to be a better alternative for container lines. On the Europe – Far East route CMA CGM (7 ships, among which the carrier’s first of total sixteen 11,000 TEU leviathans on order) and Hyundai (2) are to extend the rotation of their joint Europe-Far East (FAL1) service to include the South Korean ports of Busan and Kwangyang.
“More than piracy it is the threat of extinction that is playing on the minds of ship owners,” says Mr. Kulkarni. “Tanker trade at the moment is steady but they feel that this also may crash as the demand is falling as there is little movement of cargo. There is a move in Europe to bail out the automobile industry. This is what the shipping industry in India needs at the moment. These are the times when shipowners would have replaced their aging fleets with new ships but unfortunately there are no funds available to them. But survival could be a problem. Softer loans should be made available to the shipowners.”
“Piracy is on the increase and insurance companies are getting set to raise premium,” stated S.S. Kulkarni, secretary general of Indian Shipowners Association of India (INSA). “If it gets jacked up immensely then ship owners will be forced to take the route around the Cape of Good Hope. Some ship owners have already taken the decision but none of the Indian ship owners have yet done so. International Association of Dry Cargo shipowners (Intercargo) and the International Association of Independent Tanker Owners (Intertanko) are two global trade bodies that have started asking their members to do so. This would mean an increase of at least two weeks additional voyage time.”
“You will see lines coping with different situations by rationalisation of their services,” says Marc Bourdon, General Manager in India of CMA CGM. “This is what is happening today. We are seeing rationalisation of services to ensure that costs go down. We re-adapt our services to suit the market conditions which is not an easy exercise whether it is done by reducing the services, re-routing etc whatever is required to rationalise. That is what all of the industry has to do today.
“Piracy is affecting all the shipping lines operating through the Suez. We too use the operated route like all shipping lines and it is affecting our quality. Diverting ships will have deep-rooted consequences but if the situation deteriorates any further, then we will have to use a different route. It is a complex world wide exercise. There is nothing special we have for India at the moment as such.”
Amongst the first to take evasive action has been the Seaarland group of companies and Motia Compagnia di Navigazione. Both have acted to ensure the safety of their crew, ships and cargoes until the escalating piracy situation off East Africa in the Gulf of Aden is brought under control.
Antonio Zacchello, managing director of the Seaarland group of companies and Motia, says, "We at Seaarland and Motia feel that we have to act to protect our crew from piracy attacks. Accordingly, we have instructed our masters and informed all our customers that until further notice our vessels will be routed to avoid the Gulf of Aden and asked to go as far offshore as is practical if they have to transit the East African coast. We shall also be taking all other precautions on board to deter piracy as we see fit during the present crisis. And we urge the navies in the area, and the major developed nations which depend on world trade through the Gulf of Aden, to act firmly and promptly to restore security to the area. Our seafarers deserve better protection."
Taiwan’s TMT, one of Asia’s biggest shippers has joined the growing list of operators openly diverting their tankers via South Africa because of fears over attacks in the Gulf of Aden. The 20-strong fleet is regularly used to ferry crude oil from the Middle East to consumers in Europe.
Ship brokers say that decisions by big tanker firms to skip the Suez Canal and take the longer voyage around the Cape of Good Hope would add an extra 15 days to ferry oil from the Gulf to Mediterranean refiners, twice the normal time and distance. Delivering crude oil and petroleum products from the Gulf to consumers in northern Europe would take an extra 14 days journey, on top of the typical 19 days through the Suez, they said.
Maersk Line has announced the lay up of eight 6,500 TEU (twenty- foot equivalent unit) vessels. The decision follows the recently announced changes in their Asia - Europe, Asia - Central America, and Trans-Pacific service networks. This resulted in surplus vessel tonnage, which will not be re-deployed in their service network.
"In view of the market conditions, we have reached the point wherelaying up the eight vessels makes better economic sense than re-deployingthem," says Michel Deleuran, Head of Network and Product in Maersk Line. “Maersk Line will continue to adjust capacity in the light of market developments by optimising our schedules, consolidating services, vessel sharing agreements (VSA), enhancing port productivity, economical sailing (reducing speed), and - unless current market conditions improve – additional laying up of vessels.”
“By laying up the ships the operating expenses of the vessel owner comes down,” pointed out Hanoz Mistry, director of Five Star Chartering Private Ltd. “They retain the minimum crew on board. Thus the cost is reduced by 50%. However, the full effect of the recession has not been felt in the case of container vessels which carry consumer goods. But once the winter is through the tanker trade will feel the pinch.”
The free fall of shipping charge prices and the mothballing of new vessels are not the only measures of the perfect storm of extra tight credit and worldwide economic retrenchment that is now hitting land. Adding more ports of call appears to be a better alternative for container lines. On the Europe – Far East route CMA CGM (7 ships, among which the carrier’s first of total sixteen 11,000 TEU leviathans on order) and Hyundai (2) are to extend the rotation of their joint Europe-Far East (FAL1) service to include the South Korean ports of Busan and Kwangyang.
“More than piracy it is the threat of extinction that is playing on the minds of ship owners,” says Mr. Kulkarni. “Tanker trade at the moment is steady but they feel that this also may crash as the demand is falling as there is little movement of cargo. There is a move in Europe to bail out the automobile industry. This is what the shipping industry in India needs at the moment. These are the times when shipowners would have replaced their aging fleets with new ships but unfortunately there are no funds available to them. But survival could be a problem. Softer loans should be made available to the shipowners.”
Monday 15 December, 2008
CMMI’s Maritime Spectrum 2008
The bi-annual seminar of the Company of Master Mariners of India held at the Textile auditorium, Mumbai on November 29, 2008 featured the theme ‘Maritime Spectrum 2008’. The focus was on five aspects: 100 years of Lloyd’s Open Form; Ballast Water Technology; Shipping Activities in Gujarat; New Rules concerning the Indian River – Sea Vessel operations; Operation of Tugs on the Indian Coasts and the Experience of a Master who sailed through the Somalian Waters.
Capt Mukesh Gautama gave a detailed account of the Lloyd’s Open Form (LOF) the document for the agreement which ship owners enter into with salvagers when the ship is in trouble or in the event of their vessels getting involved in an incident. He explained the background and the origin of the document, how it took shape, the important clauses which govern its operation and their significance.
“It is a simple document requiring seven important details to be entered in the boxes provided. It operates on the basis of a ‘fair and just award’ and ‘No Recovery No Payment’. The moment the form is signed the salvage commences. There are no pre-contract discussions involved.” After the salvage has taken place the Salvager submits his claim. If there is a dispute the matter is referred for arbitration to Lloyd’s, the trusted intermediary.
Sea Scan Marine Services Pvt. Ltd. which has two maritime training institutes in Goa has also been deeply involved in a research project on ballast water through their associate company, M/s Sea Reliance Marine Services Pvt; Ltd. Well protected by a U. S. patent, a presentation on this research was made by Capt Virendra J Mehta, the chairman & managing director of the Company.
The research has resulted in an invention involving a combination of techniques to effectively produce the desired end result of good quality of purified ballast water in large volumes which when discharged into territorial waters of a port state neither harms the environment nor disturbs the ecological balance.
Capt Mehta explained that in their system the treatment of ballast water involves providing for a large filtering surface area viz. 70% of a tank’s capacity which could be used to store, filter, treat and at the same time provide a large supply of water almost two times the feed to the high capacity centrifugal pumps which in turn distribute the water to the other ballast tanks.
“Our system involves ozone and ultraviolet treatment which are considered environment friendly and safe to use,” he stated. “Ozone is a powerful oxidation agent, easily soluble in water and has an extremely short half-life after which ozone reverts to oxygen. Our system uses ozone as the primary disinfectant and ultraviolet treatment as a back up and also for the removal of residual ozone levels in water.”
It is ‘Advantage’ Gujarat when it comes to maritime projects declared Capt Kapil Dev Bahl. “One reason for Gujarat being a foremost maritime state is because it has a vast hinterland. It is the first State Maritime Board in India and represents the state government in all port policies. Gujarat has oil contingency plans. Some ports are fair weather ports and others have been developed as all weather ports.”
He went on to explain the various models which are operational, the private ports that have made significant contributions in developing Gujarat as a maritime state and the various policies that are in place.
Speaking about the ‘Indian River – Sea Vessels (New Rules)’ Capt Mukund B Ajgaonkar gave details about the notification which has been issued on the construction, survey, certification and operation of Indian River-Sea vessels. He spoke on the various types of vessels that could be plied as authorised by the notification and its provisions. Various issues touched on included minimum safe manning, accommodation standards, construction rules, life saving and fire fighting appliances, communication, safety navigation, certification, pollution prevention, customs, etc.
Capt Vikas Vij, founding director of I Marine Infratech (India) Pvt. Ltd. later gave a presentation on ‘Operation of Tugs on the Indian coast’. “MS Notice No. 13 dated 12 September, 2008 came into force with effect from 15 September, 2008. It gives details about the towing permission required, applicable procedures and variations in the periods in what is declared as fair weather by the East coast and the West coast.”
He highlighted the various problems experienced by tug operators, especially in relation to manning, where in facilities offered by tugs differed from those on foreign going ships. Besides, he explained the difficulties experienced as a result of two different safe manning documents required, one for ‘Harbour Operations’ and the other for the ‘Indian Coast’.
Capt Albe Zachariah gave a sensational account of his experience while being chased by the pirates in Somalian waters. He dwelt on the utter helplessness that he and the crew experienced at not being able to retaliate in any way while being pursued by pirates, and trying to evade their much faster moving motor boats which easily sailed at 32 knots while ships could only achieve a maximum of around 20 knots speed.
“In the event of the pirates capturing the ship, don’t try to retaliate at any cost,” he warned. “They will not hesitate to shoot. On the contrary, try to be friendly and get as many liberties from the hijackers as possible while in their captivity.” He went to great lengths to explain in detail about how pirates operated and what manoeuvres one could undertake to ward them off.
Capt Mukesh Gautama gave a detailed account of the Lloyd’s Open Form (LOF) the document for the agreement which ship owners enter into with salvagers when the ship is in trouble or in the event of their vessels getting involved in an incident. He explained the background and the origin of the document, how it took shape, the important clauses which govern its operation and their significance.
“It is a simple document requiring seven important details to be entered in the boxes provided. It operates on the basis of a ‘fair and just award’ and ‘No Recovery No Payment’. The moment the form is signed the salvage commences. There are no pre-contract discussions involved.” After the salvage has taken place the Salvager submits his claim. If there is a dispute the matter is referred for arbitration to Lloyd’s, the trusted intermediary.
Sea Scan Marine Services Pvt. Ltd. which has two maritime training institutes in Goa has also been deeply involved in a research project on ballast water through their associate company, M/s Sea Reliance Marine Services Pvt; Ltd. Well protected by a U. S. patent, a presentation on this research was made by Capt Virendra J Mehta, the chairman & managing director of the Company.
The research has resulted in an invention involving a combination of techniques to effectively produce the desired end result of good quality of purified ballast water in large volumes which when discharged into territorial waters of a port state neither harms the environment nor disturbs the ecological balance.
Capt Mehta explained that in their system the treatment of ballast water involves providing for a large filtering surface area viz. 70% of a tank’s capacity which could be used to store, filter, treat and at the same time provide a large supply of water almost two times the feed to the high capacity centrifugal pumps which in turn distribute the water to the other ballast tanks.
“Our system involves ozone and ultraviolet treatment which are considered environment friendly and safe to use,” he stated. “Ozone is a powerful oxidation agent, easily soluble in water and has an extremely short half-life after which ozone reverts to oxygen. Our system uses ozone as the primary disinfectant and ultraviolet treatment as a back up and also for the removal of residual ozone levels in water.”
It is ‘Advantage’ Gujarat when it comes to maritime projects declared Capt Kapil Dev Bahl. “One reason for Gujarat being a foremost maritime state is because it has a vast hinterland. It is the first State Maritime Board in India and represents the state government in all port policies. Gujarat has oil contingency plans. Some ports are fair weather ports and others have been developed as all weather ports.”
He went on to explain the various models which are operational, the private ports that have made significant contributions in developing Gujarat as a maritime state and the various policies that are in place.
Speaking about the ‘Indian River – Sea Vessels (New Rules)’ Capt Mukund B Ajgaonkar gave details about the notification which has been issued on the construction, survey, certification and operation of Indian River-Sea vessels. He spoke on the various types of vessels that could be plied as authorised by the notification and its provisions. Various issues touched on included minimum safe manning, accommodation standards, construction rules, life saving and fire fighting appliances, communication, safety navigation, certification, pollution prevention, customs, etc.
Capt Vikas Vij, founding director of I Marine Infratech (India) Pvt. Ltd. later gave a presentation on ‘Operation of Tugs on the Indian coast’. “MS Notice No. 13 dated 12 September, 2008 came into force with effect from 15 September, 2008. It gives details about the towing permission required, applicable procedures and variations in the periods in what is declared as fair weather by the East coast and the West coast.”
He highlighted the various problems experienced by tug operators, especially in relation to manning, where in facilities offered by tugs differed from those on foreign going ships. Besides, he explained the difficulties experienced as a result of two different safe manning documents required, one for ‘Harbour Operations’ and the other for the ‘Indian Coast’.
Capt Albe Zachariah gave a sensational account of his experience while being chased by the pirates in Somalian waters. He dwelt on the utter helplessness that he and the crew experienced at not being able to retaliate in any way while being pursued by pirates, and trying to evade their much faster moving motor boats which easily sailed at 32 knots while ships could only achieve a maximum of around 20 knots speed.
“In the event of the pirates capturing the ship, don’t try to retaliate at any cost,” he warned. “They will not hesitate to shoot. On the contrary, try to be friendly and get as many liberties from the hijackers as possible while in their captivity.” He went to great lengths to explain in detail about how pirates operated and what manoeuvres one could undertake to ward them off.
‘Hebei Spirit’ officers sentenced to jail
Indian seafarers may avoid Korean ports
Enraged by the unfair jail sentence passed by the South Korean court on two Indian marine officers, the international shipping community has reacted sharply threatening to take stern action on an unprecedented scale.
Abdulgani Serang general secretary of the National Union of Seafarers of India informed in a press release “We are very furious. We condemn this decision. It’s unfair and unjust.” He warned of a possible backlash against South Korea following the jailing of Captain Jasprit Chawla and chief officer Syam Chetan who had previously been found innocent at a court hearing on June 23. He said: “There is a strong possibility Indian seafarers will avoid South Korean ports. The seafaring and shipping communities are deeply disturbed. Reactions are bound to follow.”
The appeal court in Daejeon jailed Capt Chawla for 18 months and fined him Won20m after finding him guilty on two charges related to the oil spill. The court said Capt Chawla should have gone full astern to drag anchor to prevent the collision with the drifting crane barge Samsung No 1 which had earlier broken its tow.
Mr Chetan was sentenced to eight months in prison and fined Won10m after being criticised by the three appeal court judges. They said Mr Chetan should have been more vigilant and called the master by 0550 hours. They also slammed Mr Chetan for pumping inert gas into the cargo holds and taking too long to transfer oil between the holds.
The two seafarers colleagues at V Ships lamented, “If such unfair punishment is meted out to marine officers for strictly adhering to the rules of the book then it will only discourage younger generations from going to sea. Seafarers will henceforth refrain from sailing into South Korean ports.”
Adding its voice, the International Transport Workers Federation said the decision was “incomprehensibly vindictive”. ITF maritime coordinator Stephen Cotton said: “This is not justice. It’s not even something close. What we have seen today is ‘scapegoating’, criminalisation and a refusal to consider the wider body of evidence that calls into question the propriety of the court. This decision is incomprehensibly vindictive and will impact on all professional mariners”.
He added: “The one thing we can promise today is that this isn’t over. The campaign to free these men will go on growing until the justice that was so glaringly absent in this court today is done.”
Bob Bishop, V.Ships Shipmanagement managing director, said the guilty verdicts and the jailing of the two men “was a complete travesty” and an appeal would be lodged with South Korea’s Supreme Court within two weeks. In the meantime, the pair will have to serve their sentence in jail. Mr Bishop said the company would continue to support both men and their families.
He said the company was making its own feelings known to the Korean authorities and added that the Indian government also planned to raise the issue with the South Korean government.
Mr Bishop added: “The very fact they were paraded outside the court in handcuffs shows the decision was intended to assuage Korean public opinion”. About 100 residents of the area affected by the spill clapped outside court after the judges issued their judgment
The court said the master should not have pumped inert gas into the tanker’s cargo holds because it increased the spillage of oil when the explosive risk was low. It added the Hebei Spirit should have been ballasted to create a 10 degree list which would have prevented the oil spill, while three and a half hours to transfer oil between cargo tanks was too long. Hebei Ocean Shipping, which owned the Hong Kong-flagged tanker was fined Won30m.
Ironically, Capt Chawla and Mr Chetan were sent to prison on International Human Rights Day. Mr Bishop said the incarceration of the two men on such an auspicious day was “the final indignity”.
In what could be seen as a further insult, the appeal court slashed the prison terms for two of the two tug captains directly involved in the incident. One captain had his jail term cut from three years to 30 months, while the other had his sentence reduced from one year to eight months.
The court also confirmed a Won30m fine on Samsung Heavy Industries, which owned the crane barge and tugs involved in the collision. The master of the barge, who was asleep until almost the collision occurred, who was exonerated at the June hearing, was jailed for 18 months.
The accident occurred after the Samsung No 1 broke its tow and drifted in stormy conditions before colliding with the fully loaded 260,000 dwt Hebei Spirit which was at anchor. The crane barge holed three of the tanker’s cargo tanks spewing more than 10,500 tonnes of oil into the sea which polluted a vast stretch of Korea’s west coast causing its worst environmental disaster.
“This is despite the acquittal by their lower court and numerous protests from international shipping associations, including the Asian Shipowners Forum and Singapore Shipping Association. This is in clear violation of the principle set forth in the IMO guidelines on the Fair Treatment of Seafarers in the Event of a Maritime Accident.”
Enraged by the unfair jail sentence passed by the South Korean court on two Indian marine officers, the international shipping community has reacted sharply threatening to take stern action on an unprecedented scale.
Abdulgani Serang general secretary of the National Union of Seafarers of India informed in a press release “We are very furious. We condemn this decision. It’s unfair and unjust.” He warned of a possible backlash against South Korea following the jailing of Captain Jasprit Chawla and chief officer Syam Chetan who had previously been found innocent at a court hearing on June 23. He said: “There is a strong possibility Indian seafarers will avoid South Korean ports. The seafaring and shipping communities are deeply disturbed. Reactions are bound to follow.”
The appeal court in Daejeon jailed Capt Chawla for 18 months and fined him Won20m after finding him guilty on two charges related to the oil spill. The court said Capt Chawla should have gone full astern to drag anchor to prevent the collision with the drifting crane barge Samsung No 1 which had earlier broken its tow.
Mr Chetan was sentenced to eight months in prison and fined Won10m after being criticised by the three appeal court judges. They said Mr Chetan should have been more vigilant and called the master by 0550 hours. They also slammed Mr Chetan for pumping inert gas into the cargo holds and taking too long to transfer oil between the holds.
The two seafarers colleagues at V Ships lamented, “If such unfair punishment is meted out to marine officers for strictly adhering to the rules of the book then it will only discourage younger generations from going to sea. Seafarers will henceforth refrain from sailing into South Korean ports.”
Adding its voice, the International Transport Workers Federation said the decision was “incomprehensibly vindictive”. ITF maritime coordinator Stephen Cotton said: “This is not justice. It’s not even something close. What we have seen today is ‘scapegoating’, criminalisation and a refusal to consider the wider body of evidence that calls into question the propriety of the court. This decision is incomprehensibly vindictive and will impact on all professional mariners”.
He added: “The one thing we can promise today is that this isn’t over. The campaign to free these men will go on growing until the justice that was so glaringly absent in this court today is done.”
Bob Bishop, V.Ships Shipmanagement managing director, said the guilty verdicts and the jailing of the two men “was a complete travesty” and an appeal would be lodged with South Korea’s Supreme Court within two weeks. In the meantime, the pair will have to serve their sentence in jail. Mr Bishop said the company would continue to support both men and their families.
He said the company was making its own feelings known to the Korean authorities and added that the Indian government also planned to raise the issue with the South Korean government.
Mr Bishop added: “The very fact they were paraded outside the court in handcuffs shows the decision was intended to assuage Korean public opinion”. About 100 residents of the area affected by the spill clapped outside court after the judges issued their judgment
The court said the master should not have pumped inert gas into the tanker’s cargo holds because it increased the spillage of oil when the explosive risk was low. It added the Hebei Spirit should have been ballasted to create a 10 degree list which would have prevented the oil spill, while three and a half hours to transfer oil between cargo tanks was too long. Hebei Ocean Shipping, which owned the Hong Kong-flagged tanker was fined Won30m.
Ironically, Capt Chawla and Mr Chetan were sent to prison on International Human Rights Day. Mr Bishop said the incarceration of the two men on such an auspicious day was “the final indignity”.
In what could be seen as a further insult, the appeal court slashed the prison terms for two of the two tug captains directly involved in the incident. One captain had his jail term cut from three years to 30 months, while the other had his sentence reduced from one year to eight months.
The court also confirmed a Won30m fine on Samsung Heavy Industries, which owned the crane barge and tugs involved in the collision. The master of the barge, who was asleep until almost the collision occurred, who was exonerated at the June hearing, was jailed for 18 months.
The accident occurred after the Samsung No 1 broke its tow and drifted in stormy conditions before colliding with the fully loaded 260,000 dwt Hebei Spirit which was at anchor. The crane barge holed three of the tanker’s cargo tanks spewing more than 10,500 tonnes of oil into the sea which polluted a vast stretch of Korea’s west coast causing its worst environmental disaster.
“This is despite the acquittal by their lower court and numerous protests from international shipping associations, including the Asian Shipowners Forum and Singapore Shipping Association. This is in clear violation of the principle set forth in the IMO guidelines on the Fair Treatment of Seafarers in the Event of a Maritime Accident.”
Monday 8 December, 2008
IMO Award for Exceptional Bravery at Sea
The 2008 IMO Award for Exceptional Bravery at Sea has been presented to a Brazilian seafarer who saved fellow crew members from a dangerous fire on a ship.
Mr. Rodolpho Fonseca da Silva Rigueira, of the drill ship Noble Roger Eason, nominated by the Government of Brazil, for his decisive, selfless action to rescue six fellow crew members from a catastrophic fire which burst out on it. The fire originated from an explosion, causing imminent risk to the lives of crew members in the vicinity of the explosion; yet, instead of evacuating the area, he repeatedly faced the fire and very high temperatures to save his colleagues, at severe risk to his own life.
Mr. Rigueira was presented with the award by IMO Secretary-General Mr. Efthimios E. Mitropoulos, during a special ceremony held at the IMO Headquarters on 1 December 2008, during the 85th session of the Organization's Maritime Safety Committee (MSC).
Accepting the award, Mr. Rigueira said: "I am here today to be bestowed with an award of great meaning to my country, and particularly myself. Words could not possibly convey the honour that I feel, or express the depth of my gratitude to you today. I am proud, and honoured and very deeply grateful."
"I would like to take this opportunity to congratulate and rejoice with all of those who have also been awarded. As a seafarer, I believe that every one of us can make a difference. Every one of us should. Whether we make a difference or not depends on the courage to be true to ourselves and the faith to try, for the best interest of others as well as our own. I will continue to strive, every day of my life, to be worthy of this honour," he said.
In addition, certificates were presented to the following "highly commended" nominees or their representatives:
the crews of the Hunter Region Surf Life-Saving Association, Westpac Rescue Helicopter Service, nominated by the Government of Australia, for airlifting 22 crew members from the grounded coal carrier, Pasha Bulker, amid severe weather conditions, risking their own personal safety;
the Maritime Rescue Coordination Centre (MRCC) Chile, supported by other MRCCs, crews and vessels, as nominated by the Government of Chile, in view of the exemplary multinational co-operation and coordination involved in the successful search and rescue and anti-pollution operations following the sinking of the cruise vessel Explorer, off Antarctica, thereby saving 154 passengers and crew members and avoiding potentially substantial environmental damage. The MRCC Chile, as coordinating centre, was supported by the MRCCs of Argentina, the United States, the United Kingdom and Uruguay; the crews of the MS Nordnorge (Norway); the navy icebreaker Almirante Oscar Viel (Chile); the naval support vessel Ary Rongel (Brazil); the navy ocean-going tug Suboficial Castillo (Argentina); the MS National Geographic Endeavour (Bahamas); the MS Antarctic Dream (Panama); and the MS Ushuaia (Panama);
Captain Kyaw Thet Aung, master of the ANL Warringa, nominated by the Government of the Marshall Islands, for saving 15 lives from the M/V Fitria Persada, during a search and rescue operation involving considerable risk to his vessel and crew;
Aviation Survival Technician 2nd Class Lawrence Nettles, Coast Guard HH-65 Helicopter, nominated by the Government of the United States, for courage and perseverance, at severe risk to his own life, in saving the unconscious master of the grounded F/V Alegria under adverse sea conditions;
Coxswain Mark Criddle, of the Torbay Lifeboat Station, nominated by the International Maritime Rescue Federation (IMRF), for courage, leadership and determination in saving eight survivors from the submerged port quarter of the M/V Ice Prince, under considerable risk to his own life and the lives of his crew; and
six officers and crew of the containership Horizon Falcon, nominated by the International Transport Workers Federation (ITF), for skill, perseverance and courage in saving two survivors from the bulk carrier Hai Tong No. 7, in severe weather generated by Typhoon Man-Yi.
Letters of commendation were sent to the following nominees:
- the crews of the vessel of the Hellenic Coast Guard SAR 516 and the tug boat Alfeios, the staff of the Port Authority of Katakolo and of the Joint Rescue Coordination Centre, Piraeus, nominated by the Government of Greece, for saving 302 illegal migrants, in severe weather, from the cargo vessel M/V Akdag; and
- Lieutenant Ulises Toledo Sanchéz, Diver, Mexican Navy Panther Helicopter AMHP-151, nominated by the Government of Mexico, for entering the sea, under severe weather conditions, to save a survivor from the Usumacinta oil rig.
The IMO Award for Exceptional Bravery at Sea was established by the Organization to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment - and, by so doing, help to raise the profile of shipping and enhance its image.
Speaking at the award ceremony, Mr. Mitropoulos commended all the nominees. "We are here this evening to honour and pay tribute to heroic men and women, who have all displayed gallantry, valour, courage and dedication to the cause of rescue at sea that go far beyond anything that might be expected as part of their normal duties", he said.
"Even in the 21st century, with all the technical and operational advances that have made ships increasingly safer workplaces, seafaring remains a difficult and hazardous job. The sea, the weather and their combined force can still be powerful adversaries; ships, and those who sail in them, will never be totally immune from danger and there are times when lives, cargoes and the environment are placed in real jeopardy. These are the times when heroes, not necessarily born as such, come to the fore - ordinary men and women, who, inspired by altruism and sentiments of self-sacrifice, do things that go beyond any sense of well-meant duty," he added.
Mr. Rodolpho Fonseca da Silva Rigueira, of the drill ship Noble Roger Eason, nominated by the Government of Brazil, for his decisive, selfless action to rescue six fellow crew members from a catastrophic fire which burst out on it. The fire originated from an explosion, causing imminent risk to the lives of crew members in the vicinity of the explosion; yet, instead of evacuating the area, he repeatedly faced the fire and very high temperatures to save his colleagues, at severe risk to his own life.
Mr. Rigueira was presented with the award by IMO Secretary-General Mr. Efthimios E. Mitropoulos, during a special ceremony held at the IMO Headquarters on 1 December 2008, during the 85th session of the Organization's Maritime Safety Committee (MSC).
Accepting the award, Mr. Rigueira said: "I am here today to be bestowed with an award of great meaning to my country, and particularly myself. Words could not possibly convey the honour that I feel, or express the depth of my gratitude to you today. I am proud, and honoured and very deeply grateful."
"I would like to take this opportunity to congratulate and rejoice with all of those who have also been awarded. As a seafarer, I believe that every one of us can make a difference. Every one of us should. Whether we make a difference or not depends on the courage to be true to ourselves and the faith to try, for the best interest of others as well as our own. I will continue to strive, every day of my life, to be worthy of this honour," he said.
In addition, certificates were presented to the following "highly commended" nominees or their representatives:
the crews of the Hunter Region Surf Life-Saving Association, Westpac Rescue Helicopter Service, nominated by the Government of Australia, for airlifting 22 crew members from the grounded coal carrier, Pasha Bulker, amid severe weather conditions, risking their own personal safety;
the Maritime Rescue Coordination Centre (MRCC) Chile, supported by other MRCCs, crews and vessels, as nominated by the Government of Chile, in view of the exemplary multinational co-operation and coordination involved in the successful search and rescue and anti-pollution operations following the sinking of the cruise vessel Explorer, off Antarctica, thereby saving 154 passengers and crew members and avoiding potentially substantial environmental damage. The MRCC Chile, as coordinating centre, was supported by the MRCCs of Argentina, the United States, the United Kingdom and Uruguay; the crews of the MS Nordnorge (Norway); the navy icebreaker Almirante Oscar Viel (Chile); the naval support vessel Ary Rongel (Brazil); the navy ocean-going tug Suboficial Castillo (Argentina); the MS National Geographic Endeavour (Bahamas); the MS Antarctic Dream (Panama); and the MS Ushuaia (Panama);
Captain Kyaw Thet Aung, master of the ANL Warringa, nominated by the Government of the Marshall Islands, for saving 15 lives from the M/V Fitria Persada, during a search and rescue operation involving considerable risk to his vessel and crew;
Aviation Survival Technician 2nd Class Lawrence Nettles, Coast Guard HH-65 Helicopter, nominated by the Government of the United States, for courage and perseverance, at severe risk to his own life, in saving the unconscious master of the grounded F/V Alegria under adverse sea conditions;
Coxswain Mark Criddle, of the Torbay Lifeboat Station, nominated by the International Maritime Rescue Federation (IMRF), for courage, leadership and determination in saving eight survivors from the submerged port quarter of the M/V Ice Prince, under considerable risk to his own life and the lives of his crew; and
six officers and crew of the containership Horizon Falcon, nominated by the International Transport Workers Federation (ITF), for skill, perseverance and courage in saving two survivors from the bulk carrier Hai Tong No. 7, in severe weather generated by Typhoon Man-Yi.
Letters of commendation were sent to the following nominees:
- the crews of the vessel of the Hellenic Coast Guard SAR 516 and the tug boat Alfeios, the staff of the Port Authority of Katakolo and of the Joint Rescue Coordination Centre, Piraeus, nominated by the Government of Greece, for saving 302 illegal migrants, in severe weather, from the cargo vessel M/V Akdag; and
- Lieutenant Ulises Toledo Sanchéz, Diver, Mexican Navy Panther Helicopter AMHP-151, nominated by the Government of Mexico, for entering the sea, under severe weather conditions, to save a survivor from the Usumacinta oil rig.
The IMO Award for Exceptional Bravery at Sea was established by the Organization to provide international recognition for those who, at the risk of losing their own life, perform acts of exceptional bravery in attempting to save life at sea or in attempting to prevent or mitigate damage to the marine environment - and, by so doing, help to raise the profile of shipping and enhance its image.
Speaking at the award ceremony, Mr. Mitropoulos commended all the nominees. "We are here this evening to honour and pay tribute to heroic men and women, who have all displayed gallantry, valour, courage and dedication to the cause of rescue at sea that go far beyond anything that might be expected as part of their normal duties", he said.
"Even in the 21st century, with all the technical and operational advances that have made ships increasingly safer workplaces, seafaring remains a difficult and hazardous job. The sea, the weather and their combined force can still be powerful adversaries; ships, and those who sail in them, will never be totally immune from danger and there are times when lives, cargoes and the environment are placed in real jeopardy. These are the times when heroes, not necessarily born as such, come to the fore - ordinary men and women, who, inspired by altruism and sentiments of self-sacrifice, do things that go beyond any sense of well-meant duty," he added.
Rising ship detentions prompt DGS to call for action
At the behest of the Directorate General of Shipping, the ISM Annual workshop 2008 was held on November 28, 2008 at the Maritime Training Institute of the SCI, Powai, Mumbai, against the backdrop of rising port state control (PSC) detentions abroad of Indian flag vessels. Designated persons of various Indian shipping companies attended in large numbers to take stock of the situation and bring in place a scheme to eliminate future detentions.
D. Mehrotra, deputy chief surveyor, informed that this year there have been around 11 more detentions of Indian vessels abroad than last year, under various MOUs which was unprecedented. Last year there had been only 6. This reflected adversely on the concerned shipping companies and the extent the International Safety Management (ISM) code was being adhered to. However, in at least six to seven cases the detentions were not justified and the directorate has taken up the matter with the concerned flag state.
The chief surveyor, Ajoy Chatterjee in his keynote address agreed with many of the shipping companies which had indicated the need for having their own management and professionals. However, he felt that the changeover needed to be smooth and was a welcome move as long as it ensured proper safety management.
He pointed out that in implementing the ISM code there has to be a change in the style of working. “Basically and historically when any incident occurs there is a tendency to maintain a blame culture,” he said. “This has to be replaced with a culture of compliance based on the ISM model. The creation of self-regulation which encourages each and every company to establish its own priority of safety and standard of compliance will greatly help in is regard. If detention takes place under the flag state inspection, then it is to be considered a failure of the classification society. If detained the ship owner is at a loss, the flag state is responsible and indirectly also the port state control.”
In a message to the shipping community, Ms Lakshmi Venkatachalam, Director General of Shipping and ex-offico additional secretary to the Government of India pointed out, “The human element ashore and onboard has been identified as the cause for a majority of accidents, incidents and pollution from shipping operations. The processes under the ISM code, in essence, provide tools to monitor the performance of a shipping company in managing the safety and pollution prevention of its ships. Against the backdrop of rising PSC detention of Indian flag vessels, I am sure that the shipping fraternity will be eagerly looking forward to the recommendations and conclusions of the ISM seminar which will strengthen their efforts towards making the oceans safer and cleaner.”
Rolling out ‘A road map to a just culture – Enhancing Safety of ships and protection of the marine environment’, Mr Chaterjee explained that ISM begins the day certification is received on board and cannot totally be with the ship board staff alone to implement. The offshore staff should also be involved unless they have complete faith and trust with those on board. But compliance with the ISM Code will not in itself create a safety culture. There has to be a will to do so by those individuals who have the power at corporate level and those having the values and competencies to make it really happen.
A review of the ISM implementation during the year 2007-08 from the statistics that have been gathered by the ISM cell of the directorate was presented by Rajeev Prakash Iyer from the directorate. The various audits that were carried out clearly indicated that non-conformities had gone down remarkably. In the study carried out by Prakash from the Indian Register of Shipping on the reasons for detentions by foreign flag states, details were given about the non-conformities. Certain facts of a survey carried out by Great Eastern Shipping (GE) of 20 vessels which had experienced detentions abroad were presented by Capt Golli of GE. It was revealed that many detentions made by foreign flag states were not in order and without much justification.
A senior manager of Bernhard Schulte Ship Management (India) gave an inspiring presentation on ‘Improving Implementation of ISM’. He explained how the company has been pioneering the safety management system implementation since 1998. “The success of ISM Code is that it provides a foundation for shipping companies to build a solid safety management system,” he stated. “Failure comes from the fact that most companies considered it as the ultimate goal for certification and an end in itself.”
Following an analysis of PSC detention of Indian flag vessels made by the ISM cell, a number of representatives of the concerned companies whose vessels faced detention gave their response. While most agreed that the detentions were justified some felt that PSC officials were over-stepping their line of duty while others felt that there was no reason for the detention of their ship.
What many shipping companies consider ISM to be can be gauged from what Mr Chatterjee stated in his summation. “When I visited some of companies I got the impression that the shipping representative who is supposed to be functioning as the ‘Designated Person’ did not know exactly what his role was. They felt that their role ended outside their cabin. In one case a lady who was a stenographer was appointed the ‘Designated Officer’ of the shipping company. The reason being that the lady was the first to come to the office, open the office and go about her work of typing.”
D. Mehrotra, deputy chief surveyor, informed that this year there have been around 11 more detentions of Indian vessels abroad than last year, under various MOUs which was unprecedented. Last year there had been only 6. This reflected adversely on the concerned shipping companies and the extent the International Safety Management (ISM) code was being adhered to. However, in at least six to seven cases the detentions were not justified and the directorate has taken up the matter with the concerned flag state.
The chief surveyor, Ajoy Chatterjee in his keynote address agreed with many of the shipping companies which had indicated the need for having their own management and professionals. However, he felt that the changeover needed to be smooth and was a welcome move as long as it ensured proper safety management.
He pointed out that in implementing the ISM code there has to be a change in the style of working. “Basically and historically when any incident occurs there is a tendency to maintain a blame culture,” he said. “This has to be replaced with a culture of compliance based on the ISM model. The creation of self-regulation which encourages each and every company to establish its own priority of safety and standard of compliance will greatly help in is regard. If detention takes place under the flag state inspection, then it is to be considered a failure of the classification society. If detained the ship owner is at a loss, the flag state is responsible and indirectly also the port state control.”
In a message to the shipping community, Ms Lakshmi Venkatachalam, Director General of Shipping and ex-offico additional secretary to the Government of India pointed out, “The human element ashore and onboard has been identified as the cause for a majority of accidents, incidents and pollution from shipping operations. The processes under the ISM code, in essence, provide tools to monitor the performance of a shipping company in managing the safety and pollution prevention of its ships. Against the backdrop of rising PSC detention of Indian flag vessels, I am sure that the shipping fraternity will be eagerly looking forward to the recommendations and conclusions of the ISM seminar which will strengthen their efforts towards making the oceans safer and cleaner.”
Rolling out ‘A road map to a just culture – Enhancing Safety of ships and protection of the marine environment’, Mr Chaterjee explained that ISM begins the day certification is received on board and cannot totally be with the ship board staff alone to implement. The offshore staff should also be involved unless they have complete faith and trust with those on board. But compliance with the ISM Code will not in itself create a safety culture. There has to be a will to do so by those individuals who have the power at corporate level and those having the values and competencies to make it really happen.
A review of the ISM implementation during the year 2007-08 from the statistics that have been gathered by the ISM cell of the directorate was presented by Rajeev Prakash Iyer from the directorate. The various audits that were carried out clearly indicated that non-conformities had gone down remarkably. In the study carried out by Prakash from the Indian Register of Shipping on the reasons for detentions by foreign flag states, details were given about the non-conformities. Certain facts of a survey carried out by Great Eastern Shipping (GE) of 20 vessels which had experienced detentions abroad were presented by Capt Golli of GE. It was revealed that many detentions made by foreign flag states were not in order and without much justification.
A senior manager of Bernhard Schulte Ship Management (India) gave an inspiring presentation on ‘Improving Implementation of ISM’. He explained how the company has been pioneering the safety management system implementation since 1998. “The success of ISM Code is that it provides a foundation for shipping companies to build a solid safety management system,” he stated. “Failure comes from the fact that most companies considered it as the ultimate goal for certification and an end in itself.”
Following an analysis of PSC detention of Indian flag vessels made by the ISM cell, a number of representatives of the concerned companies whose vessels faced detention gave their response. While most agreed that the detentions were justified some felt that PSC officials were over-stepping their line of duty while others felt that there was no reason for the detention of their ship.
What many shipping companies consider ISM to be can be gauged from what Mr Chatterjee stated in his summation. “When I visited some of companies I got the impression that the shipping representative who is supposed to be functioning as the ‘Designated Person’ did not know exactly what his role was. They felt that their role ended outside their cabin. In one case a lady who was a stenographer was appointed the ‘Designated Officer’ of the shipping company. The reason being that the lady was the first to come to the office, open the office and go about her work of typing.”
Monday 1 December, 2008
IMO Chief's “grounds for concern”
Opening IMO's Maritime Safety Committee meeting this week the body's secretary general Efthimios Mitropoulos has expressed concern at the number of seafarers killed at sea this year, mainly in domestic ferries and small vessel, and at the prospect of the economic crisis leading to dangerous practices.
He said that there are grounds for genuine concern over a number of issues, one of them being the overall safety record of certain sectors of the shipping industry. He continued: “While the recent delivery of many new ships built to the highest IMO standards has injected a welcome element of youth into the age profile of the world merchant fleet and, as a consequence, a higher degree of safety, we cannot ignore the fact that, since the beginning of the year, well over 1,600 seafarers are estimated to have lost their lives in accidents mainly involving ferries in domestic service and small cargo ships caught up in adverse weather conditions.”
Mr Mitropoulos said: “I find these figures both disturbing and unacceptable – a real setback at a time when so many efforts are being made to enhance safety at sea and so many endeavours are coming to fruition, including the International Safety Management Code, the first phase of which entered into force 10 years ago.”
“Also of concern,” he said, “is the current financial crisis, which analysts predict will continue for some time to come and which is already negatively impacting on economies worldwide, triggering fears of a global recession. A prolonged crisis of the sort we have been experiencing since the summer will leave no sector unscathed and, along with the world trade, it has already affected the shipping industry. The situation may be exacerbated by the release of new tonnage into the market place from the recent years’ unprecedented world order book, which, in spite of the anticipated withdrawal of further single-hull tankers in 2010, may lead to a substantive imbalance between supply and demand of shipping capacity worldwide forcing ships to lay up.”
He cautioned: “In this difficult time ahead, when it will be prudent to seek economies to face the storm, it would also be necessary to guard against measures that may have a negative impact on the safety of ships and shipping operations. While recommending that we should all exercise patience and perseverance in weathering the crisis, I would advise against adhering to savings and practices that might play a contributory part in any decline in the safety record of shipping and in the efforts of the maritime community to protect and preserve the marine environment.”
He said that there are grounds for genuine concern over a number of issues, one of them being the overall safety record of certain sectors of the shipping industry. He continued: “While the recent delivery of many new ships built to the highest IMO standards has injected a welcome element of youth into the age profile of the world merchant fleet and, as a consequence, a higher degree of safety, we cannot ignore the fact that, since the beginning of the year, well over 1,600 seafarers are estimated to have lost their lives in accidents mainly involving ferries in domestic service and small cargo ships caught up in adverse weather conditions.”
Mr Mitropoulos said: “I find these figures both disturbing and unacceptable – a real setback at a time when so many efforts are being made to enhance safety at sea and so many endeavours are coming to fruition, including the International Safety Management Code, the first phase of which entered into force 10 years ago.”
“Also of concern,” he said, “is the current financial crisis, which analysts predict will continue for some time to come and which is already negatively impacting on economies worldwide, triggering fears of a global recession. A prolonged crisis of the sort we have been experiencing since the summer will leave no sector unscathed and, along with the world trade, it has already affected the shipping industry. The situation may be exacerbated by the release of new tonnage into the market place from the recent years’ unprecedented world order book, which, in spite of the anticipated withdrawal of further single-hull tankers in 2010, may lead to a substantive imbalance between supply and demand of shipping capacity worldwide forcing ships to lay up.”
He cautioned: “In this difficult time ahead, when it will be prudent to seek economies to face the storm, it would also be necessary to guard against measures that may have a negative impact on the safety of ships and shipping operations. While recommending that we should all exercise patience and perseverance in weathering the crisis, I would advise against adhering to savings and practices that might play a contributory part in any decline in the safety record of shipping and in the efforts of the maritime community to protect and preserve the marine environment.”
Supremacy of MOLMI’s safety culture evident at seminar
‘Safe, secure and efficient shipping on cleaner oceans’, may appear to be seafarers’ mantra for a long and fruitful career in shipping, but Mitsui O.S.K. Lines Maritime (India) Pvt. Ltd. has gone a step further inculcating a superior safety culture. This was evident at the recent three-day conference held at Hotel Le Royal Meridien, Mumbai from November 20 to 22, 2008.
Extending an enthusiastic welcoming to the guests and the participants to the three-day programme Capt Abhijit Chattopadhyay, director & CEO of Mitsui O.S.K.Lines Maritime (India) Pvt Ltd outlined the programme details and the background of the speakers. “Safety and security is the uppermost in the minds of everyone,” he said. “With regard the piracy that has been taking place we received very good news in this morning’s papers that the Indian Navy had destroyed the mother vessel from which the Somalian pirates have been launching their attack. This certainly is very good news.” Capt Chattopadhyay went on to explain how the seminar would be conducted and how each participant would benefit from it.
In a convincing address to the floating staff at the inauguration of this annual programme, Mr S Yamada, president, MOLSHIP (J) drove home his sincere concern for his seafarers by stating, “MOL cannot develop if you don’t develop safety, which is one major factor that can help customers. You are safe by thinking ahead of time in this regard. MOL has taken the lead by moving ahead and bringing in “MOL Spirit” the training vessel on which cadets who are trained get treated as one of MOL’s own family.”
He stressed that MOL will strive to maximize corporate value by always being creative, continually pursuing higher operating efficiency and promoting an open and visible management style that is guided by the highest ethical and social standards. He assured that despite the worldwide recession, no one in MOL needs to worry and everyone’s job is secure as long as everyone performed well. MOL would take delivery of the new buildings as scheduled, he concluded.
Capt. Soichi Hiratsuka, managing executive officer, Mitsui O.S.K Lines was the chief guest at the seminar. Delivering his keynote address on the second day of the seminar he declared that MOL would continue to expand its fleet to ensure long term contracts with many top - rank customers. He stressed that the seafarers were the assets of the company.
Unfolding ten typical case studies of avoidable accidents, Capt M Kato, general manager, Co-ordination brought home the point that it is necessary to get down to basics to avoid accidents. He categorised each of the accidents in order to bring home to bear the different situations leading to such accidents. Even though several of them could be classed as freak cases, he explained how and why they could have been avoided.
The basic target of the management is ‘the 6th zero’ to ensure zero casualties, in every aspect including crew, vessel, cargo, zero oil spill and gas emissions, stated Capt BS Tracy, dgm, NAS, Hongkong. “Safety is a way of life,” he stressed. “A continuous enhancement of seafarers’ skill and development of his operational approach can help to factor in safety. More than the safety of cargo, one’s own safety is of paramount importance.”
Giving the seafarer’s perspective on safety, Capt RK Sharma advocated prevention as being better than cure. He pointed out that stress and fatigue were tending to be a major cause of accidents. Automation was no doubt being brought in to help the seafarers yet, he preferred that more stress be given to training; creation of awareness and better supervision to avoid accidents. “Long before anyone could suggest it, MOL was the first to implement NOX and SOC emission standards even though it was not made mandatory,” he said.
Group Leader of Marine Safety Group, MOLMI, Capt JS Kanwar, gave a presentation on ‘Support to enhance Safety & Maintenance’. MOLMI inspections started in August 2005 he informed, and that the MOL inspector goes about doing inspections which actually help to prevent accidents and improve a ship’s condition by improving maintenance and conditions on board is in no way meant to point a finger at anyone.
“Anything human cannot be foolproof,” according to Capt A Hore, manager, MOLMI while delivering his talk on ‘Accidents – Human Aspects’. “But we can tell what needs to be done and how it can be rectified.” He went on to explain how accidents are caused and the major role played by human beings.
The power of team-work coupled with professional focusing skills and the passion of team enabled goals to be achieved: to avoid accidents, disasters and oil spills was the crux of the presentation made by Mr H Kubo, md, MOL TANKSHIP Management (Asia) Pte Ltd. Singapore. His speech was followed by a presentation by Capt M Kato, gm, Co-ordination Division, MOLSHIP (J) on ‘What good seamanship is’. He brought out the good qualities of a seafarer stating, “A good seafarer ensures safe operations, keeping the environment clean and ensuring efficient operations. To ensure these qualities one has to constantly improve knowledge, skill and efficiency, improve shore management and be well informed.”
Bringing out another aspect of safety, Mr Khalil Al-Balushi, dpa & cso, OSMC Muscat, in his presentation spoke about ‘The Seafarer’s contribution to ship management quality’. He stressed the need to raise safety awareness on board, improve safety management systems, the TMSA status of the company, the ship-shore flow information and to address environmental issues on shipping.
Going yet deeper on improving the safety aspect Capt BS Tracy projected ‘The Alignment Module’. Alignment is a condition which is reached when everyone in an organisation is working consciously towards the same shared vision and goal. Organisation alignment is linking strategy, culture process, people, leadership and system – to best accomplish the needs of a company.
There were presentations made on ‘Statistical Analysis Assessment of Incidents’ by Mr M Kobyashi, gm, Marine Safety Group, MOL; on MOL LNG Europe by Mr Hugh Landels – manager, Manning & Training of MOL LNG (Europe) and on ‘Modern Propulsion Options’ by Mr SK Singh, manager MOLMI.
Another interesting presentation was made by Capt AK Dass, manager, Training MOLMI. He pointed out that 80% to 95% of all accidents were triggered by unsafe behaviour which tends to interact with other weaknesses inherent in work flow process or present in the working environment. He threw light on conventional ways of accident analysis, BBS way of unsafe behaviour monitoring and modifications, and why people behave unsafely. He explained how we can stop people behaving unsafely.
Workshops conducted during the seminar provided plenty of opportunities for interaction among the participants. Besides, the question and answer sessions at the end of each presentation brought out many issues which seafarers experience and these were satisfactorily clarified. In all around 80 marine officers attended the seminar including captains, chief engineers, and other officers. The three-day programme concluded with cocktails and dinner held on November 21, at the Royal Gardens, ITC Hotel - The Grand Maratha.
Capt. B. K. Jha, General Manager MOLMI gave the vote of thanks. He extended his delightful thanks to all the officers and guests for making the programme a grand success and for their keen interests in the presentations and in posing questions which helped to make the programme interactive and meaningful. He also thanked the participants for the feedback which they submitted and assured them that their views and ideas would be implemented in the future programmes.
Extending an enthusiastic welcoming to the guests and the participants to the three-day programme Capt Abhijit Chattopadhyay, director & CEO of Mitsui O.S.K.Lines Maritime (India) Pvt Ltd outlined the programme details and the background of the speakers. “Safety and security is the uppermost in the minds of everyone,” he said. “With regard the piracy that has been taking place we received very good news in this morning’s papers that the Indian Navy had destroyed the mother vessel from which the Somalian pirates have been launching their attack. This certainly is very good news.” Capt Chattopadhyay went on to explain how the seminar would be conducted and how each participant would benefit from it.
In a convincing address to the floating staff at the inauguration of this annual programme, Mr S Yamada, president, MOLSHIP (J) drove home his sincere concern for his seafarers by stating, “MOL cannot develop if you don’t develop safety, which is one major factor that can help customers. You are safe by thinking ahead of time in this regard. MOL has taken the lead by moving ahead and bringing in “MOL Spirit” the training vessel on which cadets who are trained get treated as one of MOL’s own family.”
He stressed that MOL will strive to maximize corporate value by always being creative, continually pursuing higher operating efficiency and promoting an open and visible management style that is guided by the highest ethical and social standards. He assured that despite the worldwide recession, no one in MOL needs to worry and everyone’s job is secure as long as everyone performed well. MOL would take delivery of the new buildings as scheduled, he concluded.
Capt. Soichi Hiratsuka, managing executive officer, Mitsui O.S.K Lines was the chief guest at the seminar. Delivering his keynote address on the second day of the seminar he declared that MOL would continue to expand its fleet to ensure long term contracts with many top - rank customers. He stressed that the seafarers were the assets of the company.
Unfolding ten typical case studies of avoidable accidents, Capt M Kato, general manager, Co-ordination brought home the point that it is necessary to get down to basics to avoid accidents. He categorised each of the accidents in order to bring home to bear the different situations leading to such accidents. Even though several of them could be classed as freak cases, he explained how and why they could have been avoided.
The basic target of the management is ‘the 6th zero’ to ensure zero casualties, in every aspect including crew, vessel, cargo, zero oil spill and gas emissions, stated Capt BS Tracy, dgm, NAS, Hongkong. “Safety is a way of life,” he stressed. “A continuous enhancement of seafarers’ skill and development of his operational approach can help to factor in safety. More than the safety of cargo, one’s own safety is of paramount importance.”
Giving the seafarer’s perspective on safety, Capt RK Sharma advocated prevention as being better than cure. He pointed out that stress and fatigue were tending to be a major cause of accidents. Automation was no doubt being brought in to help the seafarers yet, he preferred that more stress be given to training; creation of awareness and better supervision to avoid accidents. “Long before anyone could suggest it, MOL was the first to implement NOX and SOC emission standards even though it was not made mandatory,” he said.
Group Leader of Marine Safety Group, MOLMI, Capt JS Kanwar, gave a presentation on ‘Support to enhance Safety & Maintenance’. MOLMI inspections started in August 2005 he informed, and that the MOL inspector goes about doing inspections which actually help to prevent accidents and improve a ship’s condition by improving maintenance and conditions on board is in no way meant to point a finger at anyone.
“Anything human cannot be foolproof,” according to Capt A Hore, manager, MOLMI while delivering his talk on ‘Accidents – Human Aspects’. “But we can tell what needs to be done and how it can be rectified.” He went on to explain how accidents are caused and the major role played by human beings.
The power of team-work coupled with professional focusing skills and the passion of team enabled goals to be achieved: to avoid accidents, disasters and oil spills was the crux of the presentation made by Mr H Kubo, md, MOL TANKSHIP Management (Asia) Pte Ltd. Singapore. His speech was followed by a presentation by Capt M Kato, gm, Co-ordination Division, MOLSHIP (J) on ‘What good seamanship is’. He brought out the good qualities of a seafarer stating, “A good seafarer ensures safe operations, keeping the environment clean and ensuring efficient operations. To ensure these qualities one has to constantly improve knowledge, skill and efficiency, improve shore management and be well informed.”
Bringing out another aspect of safety, Mr Khalil Al-Balushi, dpa & cso, OSMC Muscat, in his presentation spoke about ‘The Seafarer’s contribution to ship management quality’. He stressed the need to raise safety awareness on board, improve safety management systems, the TMSA status of the company, the ship-shore flow information and to address environmental issues on shipping.
Going yet deeper on improving the safety aspect Capt BS Tracy projected ‘The Alignment Module’. Alignment is a condition which is reached when everyone in an organisation is working consciously towards the same shared vision and goal. Organisation alignment is linking strategy, culture process, people, leadership and system – to best accomplish the needs of a company.
There were presentations made on ‘Statistical Analysis Assessment of Incidents’ by Mr M Kobyashi, gm, Marine Safety Group, MOL; on MOL LNG Europe by Mr Hugh Landels – manager, Manning & Training of MOL LNG (Europe) and on ‘Modern Propulsion Options’ by Mr SK Singh, manager MOLMI.
Another interesting presentation was made by Capt AK Dass, manager, Training MOLMI. He pointed out that 80% to 95% of all accidents were triggered by unsafe behaviour which tends to interact with other weaknesses inherent in work flow process or present in the working environment. He threw light on conventional ways of accident analysis, BBS way of unsafe behaviour monitoring and modifications, and why people behave unsafely. He explained how we can stop people behaving unsafely.
Workshops conducted during the seminar provided plenty of opportunities for interaction among the participants. Besides, the question and answer sessions at the end of each presentation brought out many issues which seafarers experience and these were satisfactorily clarified. In all around 80 marine officers attended the seminar including captains, chief engineers, and other officers. The three-day programme concluded with cocktails and dinner held on November 21, at the Royal Gardens, ITC Hotel - The Grand Maratha.
Capt. B. K. Jha, General Manager MOLMI gave the vote of thanks. He extended his delightful thanks to all the officers and guests for making the programme a grand success and for their keen interests in the presentations and in posing questions which helped to make the programme interactive and meaningful. He also thanked the participants for the feedback which they submitted and assured them that their views and ideas would be implemented in the future programmes.
Anglo-Eastern focuses on ‘Teamwork – the Human Element’
For the benefit of their seafarers, Anglo-Eastern Ship Management Ltd. chose their recent conference held from November 18 to 20, 2005 at the J W Marriott, Mumbai to focus on – the age-old adage – ‘the human element is at its best when all work as a well knit team’.
The massive hall which was packed to capacity saw an unprecedented turnout of captains, master mariners, chief engineers, and other marine officers of the company’s floating staff all looking toward getting abreast of the latest developments and to resolve the difficulties that they have been facing in their day-to-day operations at sea.
At the outset Peter Cremers, chief executive officer of Anglo Eastern Group gave a perspective of the company’s operations and how they could be consolidated and developed for meeting the challenges of the times through ‘Teamwork – the Human Element’, the theme of the conference. He gave a brief on the company’s manning policy, its objective and what the company is targeting to achieve in the coming years and how teamwork could help to achieve the company’s expectations.
On the ship owners’ side there were two speakers: Marco Schut, general manager of Dockwise Shipping B.V., who took the opportunity to give details about the fleet and its operations. Elvind Holte of Saga Shipholding (Norway), on the other hand gave an insight into the freight market condition. He mentioned that the piracy attacks in the Gulf of Aden have been increasing dramatically and that the situation was likely to worsen in the coming months.
Robert North of the US Coast Guard (Retd) and president of North Star Maritime took the trouble of coming all the way from the US to relate in detail the US mindset on ‘MARPOL violations and its implications’. MARPOL he said was the steward of the environment. He gave down-to-earth suggestions on what seafarers should look out for and what port state officers were particular about when they came on their rounds. “If you have maintained your record books correctly it is your best defence. If not, it is a felony and you could be in trouble,” he said.
“The mariner is part of the solution and not the problem,” contended Capt Michael I Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG). “In order to encourage the mariner to undertake his role of protecting the oceans from getting polluted it is necessary that he be provided with the proper tools.” He declared that 99% of the seafarers were doing a good job. “But remember never to lie about anything related with MARPOL regulations and cooperate with the US coast guards and things will go well with you.”
“We have brought in a lot of compliance standards,” pointed out Oivind N Braten, head of maritime management systems at DNV, a classification society based in Oslo. “But when it comes to training, there are not many standards in place. There is need for training delivery reports to make sure that training instructors are doing a proper job in the right way and using the proper instructional aids, etc.”
The ISM code was never intended to bring in additional liabilities, according to Dr Phil Anderson, managing director of ConsultISM Ltd. While talking about the ‘legal implications of the ISM Code’, he said, “It was introduced to make the sea cleaner and safer – that was the intention – but there are cases where the ISM code has been hijacked by the lawyers. Many cases have not been settled and may be referred to in arbitration.” He explained that the ISM code is meant to establish a benchmark and is not designed to introduce contractual claims nor be a cause for disputes, civil or criminal action. It should establish a benchmark in the way a ship manager operates safely.
‘Safety awareness – small mistakes lead to big problems’, was what Trygve C Nokleby, manager, Loss Prevention Gard As, had to say when team work fails. Drawing inferences from statistics he said that one vessel out of 10 is involved in a navigational accident during its lifetime. It is essential to avoid mistakes and learn from others about when accidents happen. Analysing the contributory causes for accidents at sea he pointed out that the reasons could be three fold: ignoring dangerous situations by not understanding consequences; accepting dangerous practices; and ignoring broken equipment.
The most interesting and important aspect of teamwork was brought out by Chris Haughton, managing director of Haughton Maritime Ltd. He stated that ‘leadership’ addresses change, sets direction, aligns people, motivates and inspires. However, there is a need for a mix of leadership with management, since the latter addresses complexities, planning and budgeting, organises staff control and solves problems.
Capt Pradeep Chawla, director, QA & Training AESM, Hong Kong, presented the ‘AESM Performance Review 2008’. He cautioned participants to be careful about port state control inspections as they write down even small issues which could matter. “There is a big increase in Code 17 deficiencies,” he informed. “The ports to watch out are Australia, Brisbane, Dampier and Gladstone where inspections are very stringent. The numbers of inspectors in China too have increased.” He announced that behaviour based tanker programme that started last year would be made active in all ships and would be started on dry cargo ship also.
Tony Fernandez, a leading Average Adjustor, Mentor and Leaning facilitator quoted Galileo saying, “one cannot teach another person anything. One can only help another person to find wisdom within him.” He discussed the fundamental concepts of relationships with regard to shipboard situations. He also explained in detail the causes and consequences of positive relationships and their nurturing factors. Highlighting the causes and consequences of negative relationships and their healing factors, he underlined some of the tools and techniques for nurturing positive shipboard relationships.
Two days were exclusively devoted for interaction between deck officers and engine officers. Later, there was interaction between owners and the floating staff and then an open house for discussion between the sea staff and AESM managers.
The massive hall which was packed to capacity saw an unprecedented turnout of captains, master mariners, chief engineers, and other marine officers of the company’s floating staff all looking toward getting abreast of the latest developments and to resolve the difficulties that they have been facing in their day-to-day operations at sea.
At the outset Peter Cremers, chief executive officer of Anglo Eastern Group gave a perspective of the company’s operations and how they could be consolidated and developed for meeting the challenges of the times through ‘Teamwork – the Human Element’, the theme of the conference. He gave a brief on the company’s manning policy, its objective and what the company is targeting to achieve in the coming years and how teamwork could help to achieve the company’s expectations.
On the ship owners’ side there were two speakers: Marco Schut, general manager of Dockwise Shipping B.V., who took the opportunity to give details about the fleet and its operations. Elvind Holte of Saga Shipholding (Norway), on the other hand gave an insight into the freight market condition. He mentioned that the piracy attacks in the Gulf of Aden have been increasing dramatically and that the situation was likely to worsen in the coming months.
Robert North of the US Coast Guard (Retd) and president of North Star Maritime took the trouble of coming all the way from the US to relate in detail the US mindset on ‘MARPOL violations and its implications’. MARPOL he said was the steward of the environment. He gave down-to-earth suggestions on what seafarers should look out for and what port state officers were particular about when they came on their rounds. “If you have maintained your record books correctly it is your best defence. If not, it is a felony and you could be in trouble,” he said.
“The mariner is part of the solution and not the problem,” contended Capt Michael I Blair, who is officially deputed by the office of the chief of the US Coast Guard (USCG). “In order to encourage the mariner to undertake his role of protecting the oceans from getting polluted it is necessary that he be provided with the proper tools.” He declared that 99% of the seafarers were doing a good job. “But remember never to lie about anything related with MARPOL regulations and cooperate with the US coast guards and things will go well with you.”
“We have brought in a lot of compliance standards,” pointed out Oivind N Braten, head of maritime management systems at DNV, a classification society based in Oslo. “But when it comes to training, there are not many standards in place. There is need for training delivery reports to make sure that training instructors are doing a proper job in the right way and using the proper instructional aids, etc.”
The ISM code was never intended to bring in additional liabilities, according to Dr Phil Anderson, managing director of ConsultISM Ltd. While talking about the ‘legal implications of the ISM Code’, he said, “It was introduced to make the sea cleaner and safer – that was the intention – but there are cases where the ISM code has been hijacked by the lawyers. Many cases have not been settled and may be referred to in arbitration.” He explained that the ISM code is meant to establish a benchmark and is not designed to introduce contractual claims nor be a cause for disputes, civil or criminal action. It should establish a benchmark in the way a ship manager operates safely.
‘Safety awareness – small mistakes lead to big problems’, was what Trygve C Nokleby, manager, Loss Prevention Gard As, had to say when team work fails. Drawing inferences from statistics he said that one vessel out of 10 is involved in a navigational accident during its lifetime. It is essential to avoid mistakes and learn from others about when accidents happen. Analysing the contributory causes for accidents at sea he pointed out that the reasons could be three fold: ignoring dangerous situations by not understanding consequences; accepting dangerous practices; and ignoring broken equipment.
The most interesting and important aspect of teamwork was brought out by Chris Haughton, managing director of Haughton Maritime Ltd. He stated that ‘leadership’ addresses change, sets direction, aligns people, motivates and inspires. However, there is a need for a mix of leadership with management, since the latter addresses complexities, planning and budgeting, organises staff control and solves problems.
Capt Pradeep Chawla, director, QA & Training AESM, Hong Kong, presented the ‘AESM Performance Review 2008’. He cautioned participants to be careful about port state control inspections as they write down even small issues which could matter. “There is a big increase in Code 17 deficiencies,” he informed. “The ports to watch out are Australia, Brisbane, Dampier and Gladstone where inspections are very stringent. The numbers of inspectors in China too have increased.” He announced that behaviour based tanker programme that started last year would be made active in all ships and would be started on dry cargo ship also.
Tony Fernandez, a leading Average Adjustor, Mentor and Leaning facilitator quoted Galileo saying, “one cannot teach another person anything. One can only help another person to find wisdom within him.” He discussed the fundamental concepts of relationships with regard to shipboard situations. He also explained in detail the causes and consequences of positive relationships and their nurturing factors. Highlighting the causes and consequences of negative relationships and their healing factors, he underlined some of the tools and techniques for nurturing positive shipboard relationships.
Two days were exclusively devoted for interaction between deck officers and engine officers. Later, there was interaction between owners and the floating staff and then an open house for discussion between the sea staff and AESM managers.
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