International Federation of Shipmasters’ Associations
Secretary General’s Report
Here we are and another year has drawn to a close – I
have no idea where the time goes – and as always we have
achieved some good results with raising our profile at IMO
and making a difference on your behalf. There is always
still much to do. This year has seen the expansion of the
Human Element Industry Group which I set up just over a
year ago. We are in the final stages of drawing up a Strategic
Plan and a way ahead of how we are going to get the
issue of mariners discussed in more committees and get
more change to the benefit of mariners. We meet early in
2019, so I will keep you informed of our progress, but the
good news is that the Secretary General of the IMO is very
supportive of us and wants to make a real difference for
mariners particularly as he has now been re-elected for another
4 four-year term.
The other area where IFSMA has made an impact this year
is that of Maritime Anti-Corruption. Along with the International
Chamber of Shipping and the International Transport
Federation we have been working hard to raise the awareness
of Maritime Corruption around the world. As part of the
Cross Industry Working Group on Maritime Anti-Corruption
we have now managed to get a number of IMO National
Delegations interested in our work, including the USA, and
will be tabling a paper to get this issue placed on the Agenda
of the Facilitation Committee at the IMO in April 2019. This
is a major breakthrough and again I will keep you informed
as to the progress we make. This is another sign that we
can and do make a difference on your behalf.
The Secretariat and your elected Council are excited for the
future of IFSMA as we hope that the revised Membership
Fees and increasing Membership numbers will enable us
get the Secretariat working on a Full Time basis instead of
the current Part Time. This will allow us to become more
and more active across the industry and become much
more visible. We also hope to take this forward with the first
International Shipmasters’ Congress (ISC 19) taking place
in New Delhi, India, in September this year. It is being organised
by your Deputy President, Captain Willi Wittig, in
conjunction with the Company of Master Mariners of India
(CMMI). It is an enormous undertaking and there is still
much to do, but with your help and support I am sure it will
be a huge success. I would like to personally and publicly
thank Captain Philip Matthews, President of CMMI, and his
hard working team for all the effort they are putting in to
make this a success on your behalf. Please look at all the
details on our website and register your interest in attending.
This is another way in which we can make an impact
for mariners around the world.
Thank you for your support this year. I look forward to continuing
to drive forward our Strategic Plan at the IMO where
we make a real difference for you on the international stage.
For those of you out at sea, keep a weather eye open and
keep safe and please write and tell us what is happening on the front line.
Multipurpose container vessel Kokopo
Chief cargo hold fire
23 September 2017
New Zealand Transport Accident Investigation Commission
(TAIC) report
On 23 September 2017, the multipurpose/container vessel
Kokopo Chief was loading a cargo of containers and
general cargo at the Port of Tauranga.
Number 4 cargo hold was completed with tiers of packaged
timber, after which the hatch lid was closed and containers
loaded on top. Cargo operations were completed
by about 2230 and the crew stood down to rest before the
vessel’s departure, which was scheduled for early the next
morning.
Shortly before midnight the ship’s smoke-detection system
alarmed, alerting the crew to a fire that had broken
out in number 4 cargo hold. The crew response to the fire
included activating the ship’s fixed carbon dioxide (CO2)
fire-extinguishing system, which involved sealing the cargo
hold and releasing liquid CO2 into the cargo hold.
The master alerted harbour control, which called the local
fire service, responded and combined with the ship’s crew
to form a joint fire command team and a fire control team.
The fire control team monitored the temperatures of the
steel surfaces around the cargo hold, which indicated that
the fire was being suppressed by the CO2 gas in the hold.
A decision was made to unload the containers on top of the
hatch and partially open one of the lids. However, smoke
was emitted from under the hatch lid, so it was replaced
and any remaining bottles of liquid CO2 were released into
the cargo hold.
After several hours the temperatures had decreased, so
the hatch lid was removed. There were no obvious signs
of fire, so the timber packs were unloaded and any remaining
hot spots attended to.
The TAIC found that the fire was caused by heat radiating
from an incandescent reflector lamp that set fire to packs
of timber that had been stowed close to the lamp. The
cargo hold lights had not been switched off on completion
of loading.
The Commission also found that the ship’s fixed CO2
fire-extinguishing system was effective, but that the fire
could have been extinguished sooner if the hatch had not
been opened earlier.
Kokopo Chief at the port of Tauranga.
Photo: MaritimeNZ ©
The Commission also found that the response to the fire
was well co-ordinated, but identified the following safety
issues:
• the operator’s safety management system had not fully
mitigated the risk of fire caused by cargo hold lighting,
in spite of an earlier incident involving similar circumstances
• the responsibilities of the various authorities involved
in responding to the fire were not clearly documented
and understood by all parties
• the Fire and Emergency New Zealand training standards
did not fully cover the special considerations for
responding to shipboard fires.
The operator took a number of safety actions to address
the first safety issue. The Commission made two recommendations
to Fire and Emergency New Zealand to address
the other safety issues. The Commission also made
recommendations to the International Association of Classification
Societies (IACS) and the International Group of
IFSMA Newsletter 023 4
P&I Clubs (IGPANDI) to disseminate the lessons learned
from this accident to the global shipping fleet.
Key lessons arising from this inquiry included:
• safety procedures such as switching off cargo hold
lights should be documented and include systems for
checking that they have been carried out
• some lamp types generate a substantial amount of
heat that can be a fire hazard. Ship owners and operators
should consider using other types of lamp that
do not generate high heat in locations where the risk
of fire is present
• the required firefighting systems on board ships are
unique to the special design and construction of the
ships. When possible, they should be fully utilised in
accordance with the operating instructions.
Related Safety Recommendation:
see: https://taic.org.nz/recommendation/02318
see: https://taic.org.nz/recommendation/02418
see: https://taic.org.nz/recommendation/02518
see: https://taic.org.nz/recommendation/02618
For the full TAIC investigation Report readers are invited to
see here: http://tinyurl.com/ydb8fgek
ICS Chairman calls for
Comprehensive Revision of STCW
Seafarer Training Regime
Speaking in Manila*, the Chairman of the International
Chamber of Shipping (ICS), Esben Poulsson, has called
for a comprehensive revision of the IMO STCW Convention
which governs global standards for the training and
certification of around two million merchant seafarers.
STCW was reviewed in 2010 with the adoption of the
Manila amendments but the previous major overhaul of
the STCW regime was last undertaken by IMO Member
States over 25 years ago.
Mr Poulsson said: ‘It’s now commonplace for employers
to routinely provide additional training and assessments
prior to the deployment of many officers holding STCW
certification which raises questions as to whether the Convention
as currently drafted is still fit for purpose in the 21st
century.
‘A fully revised STCW regime would allow the industry
to adapt much more effectively to technological developments
including increased automation. It should provide
a structure of sufficient flexibility to hit the moving target of
a changing world fleet, and may need to develop a more
modular approach to competency accumulation and certification.
The arrival of new technology is already changing
the functions that seafarers perform on board and the
skills and training they require.’
Poulsson added: ‘A revised STCW should seek to improve
transparency and the robustness of implementation oversight.
The so called STCW whitelist of nations that have
communicated information to IMO about compliance now
serves little real purpose as it includes virtually everyone.
ICS would not wish to tear up the whitelist without a
suitable replacement but there has to be a more transparent
and robust monitoring system of national implementation
to ensure that STCW continues to deliver competent
and quality seafarers.’
ICS Chairman Esben Poulsson speaking at the Crew Connect
Conference in Manila on 6 November.
The ICS Chairman explained that the International Chamber
increasingly views the STCW 2010 amendments as
an interim revision which had added some new training
and certification provisions without making the structural
changes needed to accommodate new developments in
training or the competences that would be required to operate
ships in the future.
He recalled that during the early 1990s, IMO had responded
positively to industry requests to address serious
concerns about training standards in many of the newly
emerging seafarer supply countries, many of which now
had world class training institutions. He concluded by saying:
‘With the involvement of all industry stakeholders, we
think the time is now right to consider the next comprehensive
revision of STCW akin to that completed by IMO
Member States back in 1995.’
*At the Crew Connect Conference on 6 November.
InterManager urges crew to help identify
enclosed space solutions
InterManager, the international trade association for the
ship management sector, has launched a campaign to encourage
seafarers to think about safety issues when working
in enclosed spaces and to identify measures which
they believe would reduce risks.
Announcing the campaign during the Crew Connect event
in Manila, Philippines on 9 November, Captain Kuba
Szymanski (illustrated), InterManager Secretary General,
said: ‘The shipping industry has produced a wealth of
rules, procedures, guidelines, leaflets etc., concerned with
the risks of working in enclosed spaces aboard vessels
and yet seafarers are still dying while engaged in these
activities.
Captain Kuba Szymanski, Intermanager Secretary General
‘We want to hear from the seafarers themselves to find
out why fatal mistakes are still being made. Are we missing
a trick here? Is there something we haven’t taken into
consideration?’
InterManager aims to eradicate or minimise unnecessary
risks to life by seeking opinions from the people working
in enclosed spaces. Captain Szymanski explained: ‘Often
seafarers are considered to be part of the problem. We
are encouraging them to be part of the solution by sharing
their experiences and points of view. We want to know
what approach those facing these risks think should be
taken. Please tell us what you think is the best solution. Is
there a simple, user friendly procedure, change or technology
gadget which would be universally beneficial for
colleagues working in enclosed spaces?’
InterManager has established a committee to consider
seafarers’ responses with a view to producing industry
guidelines and sharing best practice. Committee members
include numerous shipping industry professionals with experience
in dealing with Health, Safety, Environment, &
Quality (HSEQ) matters.
Captain Kuba Szymanski continued by saying: ‘This campaign
puts seafarers in the driving seat and allows them to
take charge of this risk to their lives.’
Encouraging seafarers to share their views, he added:
‘We want to know what you believe is the best response to
take when working in enclosed spaces – the approach you
feel will make a real difference.’
Requesting ship operators to encourage their crew members
to take part, he concluded by saying: ‘Please ask
your team for their ideas, comments or suggestions. It is
important for us that as many crew members as possible
participate. So maybe float this idea during onboard safety
meetings or during one of the smokos.’
In return for their assistance, seafarers could earn a Macbook
Air as a prize for the best response and $2,000 for
their vessel’s welfare fund. Responses should be received
by 1 January 2019.
The world’s largest battery ferries
ForSea (formerly HH Ferries Group) completes conversion
The two largest emission-free ferries in the world, Tycho
Brahe and Aurora, have been officially welcomed into service
after guests boarded Tycho Brahe in Helsingborg,
Sweden and Helsingør, Denmark on 9 November for an
inauguration ceremony marking completion of an all-electric
conversion.
Tycho Brahe and Aurora were converted from conventional
diesel-engine operations to battery power at Öresund
Dry Docks, as part of ForSea’s strategy to reduce the environmental
footprint along the short sea route between
Sweden and Denmark. The vessels operate on a high intensity
ferry route that transfers over 7.4 million passengers
and 1.9 million vehicles between urban port terminals
in Denmark and Sweden.
Conversion of these over 100-metre ferries, both built in
1991, required installation of a 4160 kWh battery on each
vessel, as well as battery racks, energy storage control
systems and ABB’s award-winning Onboard DC Grid™
power distribution technology.
IFSMA Newsletter 023 6
Additionally, ABB supplied automated shore-side charging
stations using an industrial robot to optimize the connection
time and maximize the charging period, leveraging 3D
laser scanning and wireless communication between ship
and shore.
In the words of Johan Röstin, CEO, ForSea: ‘We are delighted
that the entire system is in place to support the
emissions-free operations we envisaged from the outset.
This is a truly ground breaking project and the work we
have done with ABB will offer invaluable lessons for those
following our lead. In shipping, innovation takes time and
patience, and we always kept sight of the environmental
benefits at stake.’
Added Marcus Högblom, Head of Passenger, Dry Cargo
and Ice Segment, ABB Marine & Ports: ‘This project signals
a profound shift for the maritime industry, and shows
a path towards zero-emission operations, aligned with the
IMO’s goals for decarbonisation. We congratulate ForSea
on the inauguration of these vessels, and we are proud to
have worked closely with them to deliver this pioneering
solution.’
Delivery of 14,000 TEU containership
ONE Columba
Ocean Network Express Pte Ltd., otherwise known as
ONE* reported on 16 November from Kure in Hiroshima
that it had successfully taken delivery of the 14,000TEU
ONE Columba from the shipbuilder Japan Marine United
Corporation. The vessel’s sublet owner is Nippon Yusen
Kaisha, flag is Panama.
This is ONE’s fourth newly built 14,000TEU magenta-
hulled containership delivered this year, after ONE
Stork (delivered on 12 June 2018), ONE Minato (26 July
2018), and ONE Aquila (7 September 2018). Currently,
three more vessels in ONE’s order book are under construction
with expected delivery in 2019.
ONE Columba, sister ship of ONE Stork and ONE Aquila,
employs a hull form that optimises cargo-loading efficiency,
achieved by minimising engine-room space. The
vessel is also equipped with dual-system application in its
main engine, capable of adopting either high- or low-output
ranges, allowing operational flexibility and improved
fuel-consumption, resulting in significant reduction of CO2
emissions.
IFSMA Newsletter 023 7
The navigation bridge adopts the Integrated Navigation
System (INS) which consolidates functions of vessel systems
to save operators workload effectively, it is understood.
Furthermore, a safety feature has been the provision
of deep windows on the bridge wings to assist with
berthing and unberthing.
ONE Columba will be phased into THE Alliance’s Asia to
Europe, Far East Europe 5 (FE5) service, with the port
rotation: Leam Chabang, Cai Mep, Singapore, Colombo,
Suez Canal, Rotterdam, Hamburg, Antwerp, Southampton,
Suez Canal, Jeddah, Colombo, Singapore and Laem
Chabang. This is said to be the largest containership to
ever call at Leam Chabang to meet the demand of economic
growth at Thailand.
Vessel Specification:
LOA 364.15m
Beam 50.6m
Depth 29.5m
Full Draft 15.8m
Tonnage 138,611 dwt
145,647 nrt
Container capacity14,052TEU
Port call Laem Chabang
On 26 November a welcome event was held to celebrate
the maiden call of ONE Columba at the Thai port of Laem
Chabang. This was a significant milestone for the maritime
trade of Thailand as it marked the arrival of the largest
container vessel ever to call upon the Land of Smiles.
ONE Columba on sea trials
Photo: Ocean Network Express Pte.Ltd ©.
This event was graced by key dignitaries and trade representatives
from Japan and Thailand including: HE Shiro
Sadoshima (Ambassador of Japan to Thailand), Police
Sub-Lieutenant Montree Lergechumniel (Managing Director
of Laem Chabang Port, Acting Director General Port
Authority of Thailand), Mr Yutthana Poolpipat (Director
of Laem Chabang Custom Bureau), and Dr Verapong
Chaiperm.
Likewise, on the day before the event, other notable representatives:
Dr Pailin Chuchottaworn (Deputy Minister of
Transport), Dr Siri Jirapongpan (Minister of Energy) and
Mr Somsak Hommuang (Director General of Marine Department,
Chairman of the Board of Port Authority of Thailand)
also visited Laem Chabang for a private tour and
inspection of the newly built 14,000 TEU container vessel.
In a statement from One Network Express (ONE), arrival
of ONE Columba has reaffirmed commitment of ONE in
augmenting the overall maritime trade between Thailand
and the major trade lanes around the world.
Particularly, the arrival has demonstrated ONE’s support
of the Thai government’s initiative to transform Laem
Chabang into a major marine hub of Southeast Asia, as
well as to improve its trade connectivity with the region via
the Eastern Seaboard of Thailand.
In his opening speech, this is emphasized by Mr Kiyoshi
Tokonami (Managing Director of ONE Thailand) who quoted
the event as ‘a historical turning point and a sign of
ONE’s strong decision to support for the Thai government’s
policies for economic growth through initiatives
such as the Eastern Economic Corridor (EEC) Project.’
*Ocean Network Express was established on 7 July 2017
by the integration of ‘K’ Line, MOL and NYK. HQ is in Singapore
Casualty from overboard valves
Learning from a recent event
A leaking overboard discharge valve for cooling water contributed
to a critical situation: water entered the vessel’s
engine room and caused a blackout while it was operating
in rough seas. Easy and regular maintenance routines by
crew could have prevented the incident. This news, taken
from an advice notice published by DNV GL focuses on
consequences of casualties of overboard valves and what
measures may prevent similar incidents.
Course of events
A leaking overboard non-return discharge valve resulted in
seawater entering the engine room of a vessel operating
in rough seas. The cooling water caused a blackout and
the engine room began to flood, leading to a critical situation
for the vessel and the crew. As a temporary measure,
the leaking overboard valve was isolated and the vessel
towed to port for repairs. During the damage survey, the
bottom of the valve was found to be heavily corroded and
holed.
IFSMA Newsletter 023 8
The top of the valve, however, appeared normal. Leaking
over- board valves can lead to water entering the engine
room. In severe cases, where the valve completely gives
way, seawater can directly enter the engine room, causing
rapid flooding.
Lessons learned and recommendations
Inspection of the valve seating, by partly opening of the
valve, would not reveal the wastage in the bottom without
fully dismantling the valve. However, inspection of the
bottom part of the valve by using a hammer and visual
inspection, e.g. a mirror, could have revealed deterioration
of the valve body without being dismantled.
All sea valves, including scuppers and sanitary discharges,
are to be thoroughly examined and fully opened at the
time of class survey involving bottom surveys in dry dock.
It is strongly recommended that the sea valves are overhauled
at the same time.
The condition of the valve body can be difficult to assess,
but there are some easy regular inspection checks, when
implemented in the maintenance plan on board, that help
evaluate the condition of the valves:
• In addition to a visual inspection of the body, a hammer
test can be performed to evaluate thinning and corrosion.
(Note: Non-destructive testing (NDT) of valve
bodies are usually not a good option since the bodies
are cast and usually have minor internal flaws even in
a new condition.)
• Always check the bottom of the valve.
• If rubber lining has been provided in the valves, check
that the lining is intact. If lining is partly peeled off, concentrated
local corrosion may occur.
• Examine the fastening of the valves to the hull.
• If the body cannot be fully visual surveyed in situ, this
is also an indication that the valve should be fully dismantled,
since most likely no one is looking at it in service.
All the more reason for a stringent examination at
5-year intervals.
• Please note there may be external corrosion as well as
internal pitting / erosion at the same spot. A mirror or
camera may be helpful tools.
• Systems in which heated seawater is passing may corrode
more rapidly.
The costs of the proper examination/overhaul/replacement
of a valve are minor compared to the cost for replacing
a broken valve in service with unscheduled repairs and
disrupted service. Upon reassembly, the valves should
be tested to confirm satisfactory operation of the valves
and their actuating mechanism, full closing of the valve
and tightness of the valve when fully seated (ref. IACS
Rec.144).
Hapag-Lloyd and others plan to establish
a container shipping association
AP Moller-Maersk, CMA CGM, Hapag-Lloyd, MSC and
Ocean Network Express (ONE) announced on 15 November
a plan to establish a container shipping association
with the purpose of paving the way for digitalization, standardization
and interoperability in the container shipping
industry.
IT executives from these companies have been discussing
the creation of common information technology standards
which shall be openly available and free of charge for all
stakeholders of the wider container shipping industry.
According to André Simha, CIO of MSC and spokesperson
of the group: ‘It is in the customers’ and all stakeholders’
best interest, if container shipping companies operate with
a common set of information technology standards. We
are striving for less red tape and better transparency. The
timing is right, as emerging technologies create new customer
friendly opportunities. Together, we gain traction in
delivering technological breakthroughs and services to our
customers compared to working in our own closed silos.’
A need for a neutral and non-profit association
While the shipping industry already has multiple organizations
and associations, the members of the group identified
a need for a neutral and non-profit body for ocean
carriers that is driven by delivering benefits for the industry
and its stakeholders.
Simha concluded: ‘That is why we will also welcome new
members with open arms to join the association.’
It is understood that this association has no intention
of developing or operating any digital platform, but
aims to ensure interoperability through standardization.
Similarly, the association will not discuss any
commercial or operational matters.
IFSMA Newsletter 023 9
Participants of the discussions
AP Moller-Maersk: Adam Banks, Chief Technology &
Information Officer.
CMA CGM: Madhana Kumar, Vice President, Transformation,
Data & Digital.
Hapag-Lloyd: Martin Gnass, Managing Director Information
Technology.
MSC Group: André Simha, Chief Information Officer.
Ocean Network Express (ONE): Noriaki Yamaga,
Managing Director, Corporate & Innovation.
About the plans, in summary
• To establish a neutral and non-profit association.
• o pave the way for digitalization and standardization in
the industry.
• All ocean carriers are invited to join the association
once it is established
• AP Moller-Maersk, CMA CGM, Hapag-Lloyd, MSC
and ONE intend to become members.
• Operating as from early 2019 (Subject to any applicable
regulatory requirements)
• The association will comply with all legal and regulatory
requirements.
Simha concluded: ‘That is why we will also welcome new
members with open arms to join the association.’
It is understood that this association has no intention
of developing or operating any digital platform, but
aims to ensure interoperability through standardization.
Similarly, the association will not discuss any
commercial or operational matters.
IFSMA Newsletter 023 9
Participants of the discussions
AP Moller-Maersk: Adam Banks, Chief Technology &
Information Officer.
CMA CGM: Madhana Kumar, Vice President, Transformation,
Data & Digital.
Hapag-Lloyd: Martin Gnass, Managing Director Information
Technology.
MSC Group: André Simha, Chief Information Officer.
Ocean Network Express (ONE): Noriaki Yamaga,
Managing Director, Corporate & Innovation.
About the plans, in summary
• To establish a neutral and non-profit association.
• o pave the way for digitalization and standardization in
the industry.
• All ocean carriers are invited to join the association
once it is established
• AP Moller-Maersk, CMA CGM, Hapag-Lloyd, MSC
and ONE intend to become members.
• Operating as from early 2019 (Subject to any applicable
regulatory requirements)
• The association will comply with all legal and regulatory
requirements.
Statements from the container shipping companies
Adam Banks, Chief Technology & Information Officer,
A P Moller-Maersk: ‘Digital is key for AP Moller-Maersk in
delivering on our strategy to become an integrated container
logistics company that offers simple, end-to-end
services with seamless customer experience. A joint set of
technical standards will ensure interoperability and enable
all parties to concentrate on value adding differentiation as
we move the container shipping industry towards further
digitalization. Ultimately this will benefit all parties in our
customers’ supply chains.’
Rajesh Krishnamurthy, Executive Vice President IT
& Transformations: CMA CGM: ‘CMA CGM is always
looking for best practices and standards to support the
innovation and digital strategy of the company. Being a
founding member will enable us to work together on setting
the standards for digitization of the entire industry.’
Martin Gnass, Managing Director Information Technology,
Hapag-Lloyd: ‘Hapag-Lloyd welcomes the creation
of this association as we firmly believe that the challenges
of the future can only be tackled with a common
approach.’
Andre Simha, Chief Information Officer, MSC: ‘MSC
believes that we have reached the point in the carrier
world where we need something that is common, open
and done in the framework of a neutral and non-profit association.
By collaborating on standardized solutions, we
think that’s the best way to respond to shippers’ demands
for technology and innovation, thus shaping the future of
the shipping industry.’
Noriaki Yamaga, Managing Director, Corporate & Innovation,
Ocean Network Express (ONE): ‘Ocean Network
Express sees a wave of innovation technology development
in shipping and logistics industry over the recent
years which can bring good opportunity to the whole industry
for digital transformation. But, at the same time, we
are a little bit cautious about adopting new technology by
an individual company since there is no common standard
in the market which may be ending up with re-integrating
work among all stakeholders in the supply chain. With
this mind, we feel it would be necessary to have some
discussions and collaboration on the area of new technology
and innovation to establish common IT standard
and governance for the industry to streamline and digitize
shipping process in a modern way. In the end, we believe
this style of collaboration can bring value and opportunity
to our customers as well as logistics companies, leading
shipping and logistics industry to new ecosystem of digital
supply chain.’
High pressure fire-fighting systems
Design safeguards against personal injury
The Australian Maritime Safety Authority (AMSA) has
issued a new marine notice. This is available on the
AMSA website at: http://tinyurl.com/y7yw66jq
Purpose
The purpose of the marine notice is to inform all shipowners,
operators, masters, and crew of the hazards when
working with high-pressure fire-fighting systems and the
safeguards that may be implemented to prevent injury.
Serious incident
A seafarer suffered serious injury while conducting routine
maintenance work on part of a 13 bar high-pressure fire-fighting system on a fire-fighting tug. Prior to the incident,
maintenance on the manifold on the other side of the
vessel had been completed without incident. As a result, it
was assumed that the systems were not pressurised.
The hydrant in question is closest to the camera.
Photo: See: http://tinyurl.com/y7yw66jq
The seafarer was attempting to remove the brass blanking
cap from a hydrant valve on a manifold of four valves fitted
in parallel. The other three valves had been satisfactorily
checked ten minutes earlier. The seafarer could not release
the locking pawl by hand and, assuming that it was
seized, utilised multigrips to free it. The line was under
pressure and when the 600 gram blanking cap came free
it was expelled under pressure and struck the seafarer in
the face causing severe facial injuries.
Contributing factors to the incident
An investigation into the incident concluded that the following
factors may have contributed:
• Inadequate safe work procedures for working on
high pressure systems.
• Incomplete closure of both the butterfly isolating
valve to the manifold and the hydrant valve allowed
air to pass the valve seat and become trapped under
pressure in the hydrant chamber.
• Lack of 3mm pressure relief holes in the hydrant
blanking cap as specified in AS 2419.2-200.
• Use of heavy brass hydrant blanking caps rather
than lightweight alternatives.
• Turning directions for opening and closing of hydrant
isolating valve were non-standard and opposite
to that shown on the valve control.
• Isolating valve indicator was unclear and positioned
out of operator’s line of sight.
This incident could have been prevented through effective
controls, however, the provision of pressure relief and securing arrangements for the cap would have protected the
seafarer where those controls were ineffective.
Recommendations
AMSA notes that SOLAS does not require pressure relief
holes in blanking caps. However, AMSA strongly recommends
that the requirement for 3mm pressure relief
holes in hydrant blanking caps, as specified in AS 2419.2-
2009—fire hydrant installations, be complied with.
Blanking caps are also available in a lightweight plastic
composite material, which would significantly reduce impact
forces should all other controls fail. AMSA supports
the use of lightweight alternatives where appropriate.
AMSA also recommends the fitting of securing chains or
wires to blanking caps as specified in AS 2419.2-2009—
fire hydrant installations. This is designed to prevent the
loss of the cap.
Conclusion
Even where pressure relief arrangements are in place
shipowners, operators, masters, and crew are reminded
to exercise care when operating with, and working on,
any fire-fighting systems. Perform the necessary checks
described in the vessel’s safety management system to
ensure that no part of the system is pressurised before
working on it.
The Danish International Register and
Offshore Shipping
On 20 November the Danish Maritime Authority (DMA)
reported that the Danish Parliament had approved new
regulations following extension of the rules on tax free net
wages for seafarers to also include certain specialized
vessels.
It is understood that last spring, the Danish parliament adopted
an extension of the seafarer tax scheme, making
it apply to the crew on certain specialized vessels in the
offshore sector.
This new Act of Parliament allows for shipowners and
Danish trade unions to enter into agreements that cover
all seafarers on vessels primarily engaged in offshore activities
in Danish waters regardless of the seafarer’s place
of residence.
Finally, the DMA advised that the amendments quoted
here are expected to enter into force in 2019.
Iranian Trade post-4 November 2018
P&I Clubs advice
Earlier in the year P&I Clubs issued circulars outlining the
potential repercussions for shipowners and insurers arising
from the US Administration’s decision to withdraw from
the Joint Comprehensive Plan of Action (JCPOA) Agreement
signed by China, France, Germany, Russia, the United
Kingdom, the United States, the European Union (EU)
and Iran.
As has been widely reported the US has now re-imposed
sanctions on Iran that had been lifted or waived under the
JCPOA with the second and final wind down period coming
to an end on 4 November 2018.
At this stage the US made it clear that it expected all
non-US persons to comply with the secondary sanctions
that have been re-imposed. The US and the EU
now take divergent approaches with the EU seeking
to maintain the sanctions relief provided for by the
JCPOA by, amongst other things, amending the annex
to Council Regulation (EC) No 2271/96 (see: http://tinyurl.
com/yb95s8bj ) otherwise known as the Blocking
Regulation (see further: European Union Regulation
2271/96 (Blocking Regulation) – Iran update Circular).
According to advice from P&I Clubs there have been reports
that eight countries – China, India, Italy, Greece, Japan,
Republic of Korea, Taiwan, and Turkey – have or will
be granted waivers from the US so that they may continue
to be permitted to import limited amounts of Iranian crude
oil. Importantly, these waivers do not extend to any
other commodities.
Limited guidance in relation to these waivers, or Significant
Reduction Exemptions (SREs), is provided by OFAC
FAQ 642. It is further understood that countries holding
SREs are being advised by the US Administration to import
Iranian crude only on NITC1 or IRISL2 vessels, or on
vessels registered in the country holding the SRE and only
where those vessels are insured under a sovereign guarantee
issued by the Government holding the SRE.
Following the end of the wind down period it has been
advised that there may still be some limited trade with Iran
that is possible for non-US persons to undertake without
a significant risk of violating US secondary sanctions (for
example, the carriage of certain agricultural commodities,
consumer goods and foodstuffs, see OFAC FAQ 637).
Members of P&I Clubs have been advised that they should
be aware, however, that even if the trade does not appear
to violate US sanctions, practical difficulties mean that it
is extremely unlikely that International P&I Group Clubs
will be in a position to make or receive payments, provide
security or respond to any claims in the usual manner.
Furthermore, members of the P&I Clubs have also been
reminded that most International Group of P&I Club Members
have provisions in their rules excluding from cover
any claims that arise from unlawful, improper or imprudent
trading.
Finally, the advice has been that if a Member of a P&I Club
does conduct Iranian trade, they are consequently advised
to do so with great caution, carrying out appropriate due
diligence before entering into contracts and be aware of
the challenges faced by insurers in providing cover and
supporting their Members in these trades. Practical difficulties
encountered by insurers are also likely to be faced
by Members when it comes to, for example, making or
receiving payments in relation to Iranian trade in view of
the inability or unwillingness of banks to handle monetary
transactions with even a remote connection with Iran.
1National Iranian Tanker Company
2Islamic Republic of Iran Shipping Lines
Visions of the future
Maritime Safety Committee 100th session
Evolution not revolution. Autonomous and remote-controlled
ships are being trialled but seafarers, for now,
remain indispensable to safe shipping. These were key
messages apparent from a special session held on 3 December
of IMO’s Maritime Safety Committee, which is celebrating
its 100th session. This was reported on 6 December
by IMO which kindly provided illustrations.
Delegates were first treated to a song commemorating
IMO’s 70th anniversary since the Convention establishing
IMO was adopted in 1948) as well as the MSC 100 session.
See here: http://tinyurl.com/ycqw7hsy
Then a specially-commissioned IMO video reminded representatives
of IMO Member States, IGOs, NGOs and invited
guests of the wide spectrum of work the Committee
has done over six decades to enhance safety and security
at sea, including navigation, cargoes, ship construction,
seafarer training, search and rescue and communications
and more.
See here: http://tinyurl.com/yc3emqom
IMO Secretary-General Kitack Lim outlined the history
of the Committee, since it first met in 1959, when it comprised
just 14 Member States. Today the Committee consists
of all IMO Member States. He reflected: ‘Thanks to
the unwavering commitment to reduce the number of marine
casualties and incidents, not least demonstrated by
the efforts of this Committee throughout the years, and
with the unique IMO spirit of cooperation that is perhaps
particularly true for the work of this Committee, we have
come a long way in ensuring the safe and secure operation
of international shipping.’
He added: ‘As we look towards the future of the MSC, a
number of key issues are on the table before us. They will require our combined continuous efforts to reach sound,
balanced and timely decisions, in order to continue the
long and impressive record of this Committee’s work over
the past 100 sessions.’
Kevin Daffey, Director Ship Intelligence and Engineering
& Technology, Commercial Marine, Rolls-Royce plc, introduced
a vision of the future with videos showing the trial
of a fully autonomous ferry on a voyage between Parainen
and Nauvo, Finland. This ferry navigated in fully autonomous
mode and under remote control operation. Plenty
of ships will continue to have people on board, he said,
but marine engineers are opening the design envelope to
make these ships more effective and more efficient, it has
been report.
Timo Koponen, Vice President, Processing Solutions,
Wärtsilä Marine Business, showcased the remote control
operation of an offshore vessel in August 2017. The OSV,
sailing off the coast of Aberdeen, Scotland, was controlled
remotely from San Diego, 8,000 km away, using standard
bandwidth. And more recently, in 2018, the Norwegian hybrid-
powered car ferry Folgefonn underwent successful
auto-docking/undocking/dock-to-dock tests. Automation,
intelligent routeing, voyage optimization and just-in-time
operation had the potential to provide significant fuel savings
and contribute to improved environmental performance.
In Koponen’s words: ‘Are seafarers indispensable?’ This
was the key question posed by Branko Berlan, Accredited
Representative of the International Transport Workers
Federation (ITF) to IMO.
His message was that seafarers are still key to safe and
secure ship operation. The accident/incident rate for international
merchant ships is less than 5% of all ships per
year, he pointed out. Seafarers are prepared for new technologies
and automation, he added. ‘It is happening: it is
not revolution, it will not come tomorrow or next week; it is
evolution.’ Seafarers are ready to accept technologies, if
they are proved to be safer than what we have now.
In the debate that followed, delegates raised questions
about search and rescue operations which might involve
autonomous or remotely controlled ships and how Collision
Regulations would be complied with. Most believed
that remote controlled or autonomous vessels would initially
operate close to shore.
It is understood that the MSC is carrying out a regulatory
scoping exercise to look at how the safe, secure and
environmentally sound operation of Maritime Autonomous
Surface Ships (MASS) may be introduced in IMO instruments.
Closing the special session, former MSC chair Tom Allan
reminded delegates of their responsibility as the people
involved in: ‘…probably the most important safety committee
in the world,’ when it comes to safety of life at sea. ‘Not
only this session, but the next 100.’
A guide to Maritime Labour Convention,
2006: UK and REG Implementation
A new book by Charles Boyle.
Since the International Labour Organisation’s Maritime Labour
Convention, 2006 (MLC) came into force internationally
on 20 August 2013, it has already been amended, and a
further two sets of amendments have been agreed and are
expected to come into force in 2019 and 2020.
Maritime Labour Convention, 2006 – UK and REG Implementation
sets out in detail how the UK, Bermuda, Cayman
Islands, Gibraltar and the Isle of Man (being the members of
the Red Ensign Group (REG) which are subject to the MLC)
have implemented the Convention. Specific references are
given to the laws, merchant shipping notices and guidance,
as well as identifying the areas where implementation is
permitted by way of collective agreements.
As the MLC sits in the context of the wider international
regulatory regime, it expressly endorses the application of
other international instruments and standards, particularly
those of the IMO. Furthermore, many of the MLC’s mandatory
provisions have been incorporated into EU Directives,
which are relevant to the UK and Gibraltar. These international
and regional provisions are also referenced.
Chapter 1 sets out an introduction to the ILO and the MLC.
Chapter 2 describes the general approach of how the UK
applies its legislation to UK ships and, while they are in UK
waters, non-UK ships without MLC documentation, and non-
UK ships with MLC documentation. Chapters 3-22 describe
the UK provisions in more detail as the other REG members’
laws are influenced by those to a significant extent.
Specific provisions for Bermuda, the Cayman Islands,
Gibraltar and the Isle of Man have been set out, with detailed
references to the appropriate regulatory sources in
Chapters 23-26.
Due to the central role of the MLC’s Title 5 on compliance
and enforcement, this is set out in full (in Part VIII, Appendix
1), annotated with references to the relevant sections of the
ILO’s guidelines on flag state control and port state control.
The full text of the amendments to the MLC have been set
out in Part VIII, Appendix 2.
Contents
The book is in eight parts comprising 26 chapters and
three Appendixes
• PART I – INTRODUCTION
• PART II – TITLE 1: MINIMUM REQUIREMENTS TO
WORK ON A SHIP
• PART III – TITLE 2: CONDITIONS OF EMPLOYMENT
• PART IV – TITLE 3: ACCOMMODATION, RECREATIONAL
FACILITIES, FOOD AND CATERING
PART V- TITLE 4: HEALTH PROTECTION, MEDICAL
CARE, WELFARE AND SOCIAL SECURITY PROTECTION
• PART VI – TITLE 5: COMPLIANCE AND ENFORCEMENT
• PART VII – IMPLEMENTATION OF TITLES
1 TO 5 IN THE FOUR REG MEMBERS
PART VIII – APPENDICES
About the Author
Charles Boyle has been the Director of Legal Services at
(IFSMA Member Association,) Nautilus International (previously
Nautilus UK) since 2007. During that period, he
has advised on employment law, as it applies in a maritime
context.
He has worked extensively on MLC-related matters, which
include: representing Nautilus International on the UK’s
MLC tripartite working group; attending ILO meetings as
an adviser to the International Transport Workers’ Federation,
where he has served on drafting committees concerned
with amendments to the MLC; and supporting the
European Transport Workers’ Federation in lobbying and
drafting issues in connection with implementing the MLC
provisions on flag state control and port state control, and
the 2014 MLC amendments, into EU law .
Maritime
Industry publishes improved cyber
guidelines
On 7 December BIMCO reported that the third edition of
the industry cyber risk management guidelines, Guidelines
on Cyber Security Onboard Ships, had been published.
This addresses the requirement to incorporate cyber risks
in the ship’s Safety Management System (SMS). It also
reflects a deeper experience with risk assessments of Operational
Technology (OT) – such as navigational systems
and engine controls – and provides more guidance for
dealing with the cyber risks to the ship arising from parties
in the supply chain.
In the words of Dirk Fry, chair of BIMCO’s cyber security
working group and Director of Columbia Ship Management
Ltd: ‘The industry will soon be under the obligation to
incorporate measures to deal with cyber risks in the ship’s
safety management system. This had not been tackled in
the previous versions.
‘The third edition provides additional information which
should help shipping companies carry out proper risk assessments
and include measures in their safety management
systems to protect ships from cyber-incidents. A new
dedicated annex provides measures that all companies
should consider implementing to address cyber risk management
in an approved SMS.
‘This is much easier said than done.’
Fry went on to note that criminals trying to exploit companies
or breach their security are getting more inventive by
the minute.
These new guidelines are the third edition in as many
years, which reflects the constantly evolving nature of the
risks and challenges.
OT risks differ
A second key expansion in the guidelines is around operational
technology. Ships have more and more Operational
Technology (OT) which is integrated with Information
Technology (IT) and which can be connected to the internet,
but the risks associated with OT are different from IT
systems.
For example, malfunctioning IT may cause significant delay
of a ship’s unloading or clearance, but with malfunctioning
or inoperative OT there can be a real risk of harm
to people, the ship or the marine environment.
Fry continued: ‘On a ship, the job may be less focused on
protecting data while protecting operational systems working
in the real world has direct safety implications. If the
ECDIS system or software controlling an engine are hit
with malware, or if it breaks down due to lack of compatibility
after an update of software, it can lead to dangerous
situations.’
Another new element in the guidelines is a number of examples
of actual incidents to demonstrate some of the
situations shipowners and operators face. The examples
have been anonymized.
According to the Cyber Security Survey by BIMCO, Fairplay
and ABS Advanced Solutions, the joint Industry
Guidelines on Cyber Security Onboard Ships, are widely
used across the industry. The survey also showed industry
is more aware of the issue and has increased cyber
risk management training, but there remains room for improvement.
Supply chain risks
A third new focus area is the risk of malware infecting the
ship’s systems via the many parties associated with the
operation of a ship and its systems.
To conclude Fry indicated: ‘The ships are not just sitting
there in the middle of the ocean. More and more ships are
also closely connected to security systems in the companies’
offices and shippers’ offices and agents’ offices.’
Advice includes evaluating the security of service providers,
defining a minimum set of requirements to manage
supply chain or third-party risks and making sure that
agreements on cyber risks are formal and written.
These guidelines also underline the need for ships to be
able to disconnect quickly and effectively from shorebased
networks, where required.
Contributors to the third edition
The following organisations were involved in producing this
edition: BIMCO, InterManager, International Association of
Dry Cargo Shipowners (INTERCARGO), International Association
of Independent Tanker Owners (INTERTANKO),
International Chamber of Shipping (ICS), International
Union of Marine Insurance (IUMI), Oil Companies International
Marine Forum (OCIMF) and World Shipping Council
(WSC).
The work was supported by Anglo Eastern, Colombia Ship
Management, Maersk Line, Moran Shipping Agencies
as well as the cyber security experts NCC, SOFTimpact,
Templar Executives and Cyber Keel.
About BIMCO
BIMCO is the world’s largest international shipping association,
with around 2,000 members in more than 120 countries.
Its global membership includes shipowners, operators,
managers, brokers and agents.
The organisation takes an active role on behalf of shipowners
during discussions and decisions with global and
regional regulators and has consultative status at the IMO
Publications
For details of BIMCO’s Guidelines on Cyber Security
Onboard Ships and other publications readers are invited
to see here:
https://www.bimco.org/products/shop
Maersk sets net zero CO2 emission target
by 2050
Aimed at accelerating the transition to carbon neutral shipping,
Maersk announced on 4 December its goal to reach
carbon neutrality by 2050. To achieve this goal, carbon
neutral vessels must be commercially viable by 2030, and
an acceleration in new innovations and adaption of new
technology is required.
Climate is one of the most important issues in the world,
and carrying around 80% of global trade, the shipping industry
is vital to finding solutions. By now, Maersk’s relative
CO2 emissions have been reduced by 46% (baseline
2007), that is approximately 9% more than the industry
average.
As world trade and thereby shipping volumes will continue
to grow, efficiency improvements on the current fossil-
based technology can only keep shipping emissions at
current levels but not reduce them significantly or eliminate
them.
To quote Søren Toft, Chief Operating Officer at AP Moller
– Maersk: ‘The only possible way to achieve the so-muchneeded
decarbonisation in our industry is by fully transforming
to new carbon neutral fuels and supply chains.’
Maersk has announced that it is putting its efforts towards
solving problems specific to maritime transport, as it calls
for different solutions than automotive, rail and aviation.
The yet to come electric truck is expected to be able
to carry a maximum of two TEU and is projected to run
800km per charging. In comparison, a container vessel
carrying thousands of TEU sailing from Panama to Rotterdam
steams 8,800 km. With short battery durability and no
charging points along the route, innovative developments
are imperative.
It is Maersk’s belief that given the 20-25-year life time of a
vessel, it is now time to join forces and start developing the
new type of vessels that will be crossing the seas in 2050.
Toft added: ‘The next five to ten years are going to be crucial.
We will invest significant resources for innovation and
fleet technology to improve the technical and financial viability
of decarbonised solutions. Over the last four years,
we have invested around US$ 1billion and engaged more
than 50 engineers each year in developing and deploying
energy efficient solutions. Going forward we cannot do this
alone.’
Research & Development is key to take the industry away
from today’s fossil- based technology and by setting this
ambitious target, Maersk hopes to generate a pull towards
researchers, technology developers, investors, cargo
owners and legislators that will activate strong industry
involvement, co-development, and sponsorship of sustainable
solutions that we are yet to see in the maritime
industry.
In 2019, Maersk is planning to initiate open and collaborative
dialogue with all possible parties to tackle together
one of the most important issues in the world: the climate
change.
A book on ships and trades:
Tramp Ships: An Illustrated History
By Roy Fenton
Published by Seaforth Publishing
(To order see: http://tinyurl.com/ybxnzoa5 )
Hardback; 176 pages; price £30.00
ISBN: 978 1 84832 158 8
As a cargo ship the tramp was not confined to any particular
route but carried cargo anywhere that was convenient
and profitable. There were no regular schedules,
it steamed everywhere, loading and discharging cargoes,
often bulk cargoes such as coal, grain, timber, china clay
and oil.
Published in 2013 and still available from the publisher’s
catalogue Tramp Ships: An Illustrated History is a valuable
compendium devoted to a significant class of cargo
ship that has been the mainstay of many a mercantile marine
for more than three generations and trading in every
ocean. Generally the type was an ocean-going, steam- or
diesel-powered dry cargo ship of up to 10,000 tons gross
and of from 270ft to 550 ft loa with an adequate cruising
speed of ten knots.
Over 13 chapters in this volume by the well-known shipping
author Roy Fenton, the tramp ship’s evolution is described
over the course of more than 100 years, from the
1860s, when the steam tramp ship developed from the
screw collier, until it was largely replaced by the specialist
bulk carrier in the 1980s.
Here an introduction looks at the design and building of
tramps. Then follows a description of vessel’s machinery,
from simple triple-expansion turbines to diesel engines.
Regarding steam, it has been recorded that a reheated
triple-expansion engine fitted in a 10,000 ton tramp ship
was capable of moving each ton of cargo one mile on the
energy developed by burning half an ounce of coal.
Tramp ship operation and management and the life of the
officers and crews are also covered here along with the
ships’ design features being highlighted and notes on machinery
included.
The meat of the book is to be found in the 300 wonderfully
evocative photographs of individual ships which illustrate
the development of the tramp and its trades through the
last years of the 19th century, the two World Wars, and
the post war years with Liberty ship and other replacements
against losses. All are supported by a lengthy index
of ship-names.
Each picture caption provides the reader with the dimensions
of the vessel, the owners and the builder and then
goes on to outline the ship’s career, with notes on trades
and how they changed over a ship’s lifetime. Lives, varied,
ended nearly always sadly: by collision, grounding, foundering,
by enemy action or with demolition and scrap. Has
a typical tramp been preserved, anywhere?
To close there is an important bibliography with close on
a hundred titles for further research into this fascinating
subject.
Archibald (later Sir Archibald) Hurd, writing in The Sea
Traders1, informed that Allied victory in the First World War
would have been impossible without ‘… the comparatively
small, comparatively slow, and quite inconspicuous vessels
– “the tramps” – that made the chief contribution to
this triumph.’ He went on: ‘It was not the luxurious passenger
liner, steaming at high speed, it was not even the
big cargo liner; it was, above all, the tramp, buffeting her
patient way over the world’s seas, that was the chief maritime
instrument of victory, apart from the Grand Fleet.’ He
continued: ‘The tramp was the lineal successor of those
earlier individual vessels owned by single enterprising sea
traders who laid the foundations of our prosperity…’ In his
book, written only three years after the Armistice in 1918,
Hurd pointed out that of the British (and Empire) steam
tonnage in pre-war days more than 50% was provided by
the tramp fleet.
However, it was the older and slower vessels that tended
to find their way into this trade, hence the tag ‘tramp’ although
new tramps were built, often with the owner’s eye
on chartering to the liner companies.
But the tramp was not peculiar to the British and Empire
Registers for vessels for this type of trading were designed,
financed, built and operated by businesses in Scandinavia,
Germany, Belgium, The Netherlands and France
and there are plenty of examples shown in these pages.
Fenton importantly includes hulls built for the COMECON
states dominated by Russia (or the USSR as we knew it).
The penultimate chapter introduces what might have been
the tramps’ replacements, the A&P SD 14 being one example.
She was designed by Austin & Pickersgill, with
(SD) shelter deck and with a capacity of 14,000 dwt. Some
examples are believed still afloat
Without doubt this volume will become a classic work, to
inspire all merchant ship enthusiasts and historians and
once again we are able to appreciate the ships in which
our forefathers sailed and earned a living.
Roy Fenton is a full-time researcher and writer and the
author of some 25 books on shipping history. His specialism
is coastal trade in the steam era, and in 2005 he was
awarded a PhD for a thesis on the transition from sail to
steam in the coastal bulk trades. He is a former council
member of the World Ship Society, (www.worldshipsociety.
org ) and is still active in the organisation Samskip’s UK investments secure supply
chain against Brexit disruption
Two years’ pre-Brexit investment in North Sea container
shipping services (illustrated) is proving decisive in winning
shippers away from cross-Channel ferry routes at
a critical time for UK-EU relations, according to leading
multimodal operator Samskip which issued the news on 5
November.
With many questions remaining over the exact nature of
the future EU-UK trading relationship, Samskip says that
regular, reliable and cost competitive container services
are a key element in planning for the future.
In the words of Andy Foulds, Samskip UK Sales Director:
‘The months ahead will see uncertainty for companies
trading goods between the UK and the EU and businesses
are looking to secure their supply chains. Samskip is moving
cargo for blue chip customers now which have never
done business with us before and which seek containerised
transportation solutions to ensure the availability of
their products on the shelves.’
The company recently scaled up sailings between Hull
and Benelux ports to eleven per week, adding to its existing
three calls per week into Tilbury and a weekly call into
Grangemouth. Container volumes are growing quickly to
fill the extra capacity.
Foulds added: ‘Under normal circumstances, offering to
run “business as usual” is not news, but the impending
Brexit makes it the freight industry news that business is
crying out for.’
Samskip’s Brexit preparations began in early 2017, with
the introduction of larger tonnage on its Rotterdam-UK
routes. Preparation accelerated in 2018 to include the
launch of a new three-times a week Amsterdam-Hull service
and a separate twice weekly link between Antwerp
and Hull to offer an additional UK-destined containerised
solution to the markets of Belgium and Northern France.
This enhanced containerised shortsea capability integrates
with the largest multimodal network in Europe, connecting
into Norway, Iberia and the Baltic, to inland barge
services, and rail connections throughout the EU and beyond.
Samskip recently supplemented its six times weekly rail
service between Rotterdam and Melzo (Milan) by launching
new regular rail connections between Italy and Amsterdam,
opening up new routes, new connectivity and further
strengthening containerised links between the Continent
and the UK.
Furthermore Foulds stated: ‘Three continental ports and
three UK East coast ports, plus Samskip’s separate dedicated
Irish services, linked to deep reaching rail and barge
services into Europe offer a diversity of routes to defray
current and future transportation risks.’
He also contrasted Samskip’s strategic approach with
post-Brexit risks associated with ferry-based trucking:
‘Lack of space at UK ferry ports introduces the prospect
of delays and trucking queues returning as goods are customs
cleared. This influences where drivers want to work
at a time when there is already a Europe-wide shortage of
drivers. It’s a real concern to our customers.’
Samskip has verified that its UK port operations have ample
capacity to cope with longer clearance processes.
Fould concluded by saying: ‘The viable reach of trailers
is already shrinking and Brexit has accelerated the process
on routes between the UK and Sweden, Italy and the
Czech Republic. A round trip between the Czech Republic
and a UK destination occupies a driver for a week; a driver
picking up in Hull could make six to seven deliveries to
Manchester per week. Samskip’s three-port strategy in the
UK also minimises truck miles and reduces carbon emissions.’
Brexit is sharpening the focus on Samskip’s traditional advantages
of scale and security, a feature underpinned by
its established status as an Authorised Economic Operator
(AEO). However, to meet growing demand, Samskip
is reported to be broadening its logistics offering, with
cross-docking services in Amsterdam able to consolidate
part-loads inside the port, bringing more flexibility to the
multimodal option.
Matson vessel Daniel K Inouye arrives in
Honolulu
Largest containership built in the US
The first of four new ships
On 28 November Matson, Inc, a leading US carrier in the
Pacific, welcomed the first of four new ships of the Aloha
Class being built for Matson that will be introduced in its
Hawaii service over the next two years.
Our illustration (© Matson) shows Daniel K Inouye on 28
November making its first approach to Honolulu on its
maiden voyage.
Named in honour of Hawaii’s late senior US Senator, Daniel
K Inouye is the largest containership ever built in the
United States. At 850feet loa this 3,600 TEU vessel is
Matson’s largest ship and also its fastest, with a top speed
in excess of 23 knots.
Arrival of Daniel K Inouye also marks the beginning of a
nearly $1 billion investment by Matson in its Hawaii service
over the next few years, with the four new ships completing
a renewal of its Hawaii fleet, and a terminal expansion
and modernization project at its Sand Island facility in
Honolulu.
Founded in 1882, Matson is a leading provider of ocean
transport and logistics services. Matson provides a vital
lifeline to the domestic non-contiguous economies of Hawaii,
Alaska, and Guam, and to other island economies
in Micronesia. Matson also operates a premium, expedited
service from China to Southern California and provides
services to Okinawa, Japan and various islands in
the South Pacific. The Company’s fleet of owned and
chartered vessels includes containerships, combination
container and roll-on/roll-off ships and custom-designed
barges.
Matson Logistics, established in 1987, extends the geographic
reach of Matson’s transportation network throughout
the continental US Its integrated, asset-light logistics
services include rail intermodal, highway brokerage, warehousing,
freight consolidation, Asia supply chain services,
and forwarding to Alaska.
See also: www.matson.com
IMO Awards 6 December 2018
The 2017 International Maritime Prize
Special certificates for individuals/organizations
2018 IMO Award for Exceptional Bravery at Sea
Certificates of Commendation
Letters of Commendation
The 2017 International Maritime Prize
The prestigious International Maritime Prize for 2017 was
presented to Mrs Birgit Sølling Olsen, former Deputy Director-
General of the Danish Maritime Authority. She had
earlier been nominated for the International Maritime Prize
by Denmark as well as by the International Chamber of
Shipping and the International Group of Protection and Indemnity
Associations (P & I Clubs).
IMO Secretary-General Kitack Lim presented the prize
IFSMA Newsletter 023 19
on 6 December at the annual IMO Awards ceremony. He
said: ‘Mrs. Olsen has had a distinguished career in the
maritime field and made an outstanding contribution to
the objectives of IMO. Her comprehensive knowledge of
maritime law is combined with a deep understanding of
the business aspects and growth potential of the maritime
industry.’
On 6 December IMO Secretary-General Kitack Lim presented
the International Maritime Prize to Mrs Birgit Sølling
Olsen of Denmark.
Accepting the prize with gratitude, Mrs Olsen reflected on
the changes that IMO has undergone during her career.
‘In 1996 a delegate could only be reached by fax or by
a message left at the IMO switchboard. Today delegates
are multitasking responding to a number of e-mails, while
attending the meetings. The IMO spirit of cooperation is
still the same, but the adoption process is much faster.
This gives IMO a better chance to respond to the need of
its constituents.
‘Sustainable results can only be achieved by respect and
trust. Respecting that all views have to be heard and facts
need to be put on the table before acting and that the solutions
need to be workable. Trust that we are aiming at the
right goal, using the right tools and that we all in. The results
are not just beautiful words on paper, but results that
lead to real improvements for safety and the environment.
‘They illustrate that we together can achieve results which
by far exceed what an individual State can do. This is
perhaps the reason why so many of us, including myself,
continue to be here.’
In their nomination, the Kingdom of Denmark highlighted
Mrs Sølling Olsen’s distinguished career in the maritime
field and acknowledged her significant contribution to the
objectives of IMO. Her comprehensive knowledge of maritime
law was combined with an understanding of the business
aspects and growth potential of the maritime industry.
Denmark emphasized Mrs Sølling Olsen’s focus on international
solutions as a member of the Danish delegation
during deliberations at IMO, in particular during negotiations
related to the International Oil Pollution Compensation
(IOPC) Funds; the development of international
guidelines to combat piracy; and the development and
adoption of the Nairobi Wreck Removal Convention, 2007.
Mrs Sølling Olsen also worked tirelessly to ensure seafarer
issues were addressed, both at IMO and at the International
Labour Organization, including seafarer training and
education, working conditions and personal safety.
A law graduate with a Masters in Law from the University
of Copenhagen, Mrs. Sølling Olsen started her maritime
career as a legal adviser to the Danish Register of Shipping.
She moved to the Danish Ministry of Industry (which
then included maritime affairs in its responsibilities) in
1988, becoming Director of International Shipping Policy
and Maritime Law Merchant Law at the Ministry of Industry
in 1995. In 1996, Mrs Sølling Olsen became Director
for Shipping Policy at the Danish Maritime Authority and
from 2003 until her retirement in 2017, she held the post of
Deputy Director-General of the Danish Maritime Authority.
The International Maritime Prize is awarded annually by
IMO to the individual or organization judged to have made
the most significant contribution to the work and objectives
of the Organization. It consists of a sculpture in the form of
a dolphin and includes a financial award, upon submission
of an academic paper written on a subject relevant to IMO.
Special certificates
During the Awards ceremony, IMO Secretary-General Lim
also presented two special certificates for individuals/organizations
who have contributed greatly to the work of
the Organization.
Special certificates were presented to: Mr Richard Schiferli,
former Secretary-General at the Secretariat of the Paris
MoU on Port State Control. He was nominated by the Government
of Ireland.
The International Tanker Owners Pollution Federation Ltd.
(ITOPF), nominated by the Government of New Zealand,
the Oil Companies International Marine Forum, the International
Salvage Union and IPIECA Limited.
The 2018 IMO Award for Exceptional Bravery at Sea
Mr Zhong Haifeng, senior diver and deputy of the Engineering
Team of Guangzhou Salvage was recognized for
his tireless efforts under highly dangerous circumstances,
repeatedly diving into the dark and submerged cargo hold
of a ship to bring out survivors. He was nominated for the
award by the Government of China.
Mr. Zhong said (speaking through an interpreter) it was
an honour to be conferred the award, as a confirmation
of China’s efforts in search and rescue and a huge encouragement
to his team and to himself: ‘In China in our
business we have a motto. Prompt a hope of living unto
others. And save the risks of death to ourselves. It is this
motto that spurs our divers. To dive again and again, over
and over, into the waters, to save those in danger from
the brink of death. Every time, I saw the people who are saved. We looked into their eyes. We saw despair change
into hope. We witnessed them breaking into tears. It is in
that moment that our heart was filled with all type of emotions.’
‘I love my job. I love diving, because, at the critical moment,
we can save people’s lives. The pride is mine. The
glory is mine. I think I will carry on. I would like to share my
experience and my zest with more colleagues. Therefore
our salvation teams can become stronger and stronger.
Yes of course, I most sincerely wish more and more people
could pay more attention to safety, protect themselves
and protect their lives. Last but not least, I would like to
sincerely express my appreciation to you.’
Mr Zhong Haifeng, senior diver and deputy of the Engineering
Team of Guangzhou Salvage, received the 2018
IMO Award for Exceptional Bravery at Sea.
The incident occurred in November 2017. Following a collision
with another ship, in Guangzhou Port, China, the
bulk carrier mv Jin Ze Lun sank. Of the 14 crew on board,
two were immediately rescued by local maritime authorities
but 12 remained missing. The bulk carrier was lying on
the seabed, in the main channel into the port, and a strong
current made the underwater search and rescue operation extremely difficult.
Mr Zhong was put in charge of the desperate search for
survivors. After 36 hours of repeated dives, six survivors
were located, trapped in the cargo hold. Mr. Zhong instructed
his team to replenish oxygen to the cabin and talk
to the trapped survivors, to calm them.
Mr Zhong then dived down to the cargo hold alongside
a team mate, bringing scuba diving equipment for those
trapped underneath. In the afternoon of 28 November, Mr
Zhong dived down six times. He taught survivors how to
put on and use scuba diving equipment and personally
rescued three of them in the space of one hour, despite
becoming extremely exhausted.
Certificates of Commendation
During the award ceremony, three certificates of commendation
were also presented to:
The Master and crew of the bitumen tanker Seapower, the
Master and crew of the petroleum/chemical tanker MTM
Tortola and the pilot and crew of the HMS Monmouth’s
Wildcat helicopter Black Jack (815 Naval Air Squadron,
Royal Navy), jointly nominated by Malta, Singapore and
the UK for the exemplary international effort, courage and
tenacity displayed in the coordinated operation to rescue
13 crew members of the sunken tanker Rama 2, off Oman,
in very adverse weather and seas. Determined and tireless
efforts by merchant vessels in the vicinity, coupled with the
skills and persistence of a professional search and rescue
winching team, enabled the successful rescue of the 13
crew members from rough seas and extreme peril.
Certificates were received during the Awards ceremony
by Captain Levan Mamaladze (Georgia) of the Seapower;
Captain Anubhav Srivastava (India) of MTM Tortola; and
Lieutenant-Commander Ash Morgan (United Kingdom),
Flight Commander of the Black Jack helicopter.
The crews of the rescue helicopters Helimer 202 and Helimer
207 of the Spanish Maritime Safety Agency, nominated
by Spain for their courage and professionalism
while risking their own lives to rescue 23 crew members
from the general cargo ship Cheshire, which was laden
with over 40,000 tonnes of fertilizer, on fire and adrift at
sea. With dense toxic smoke filling the air, the helicopter
crews navigated very hazardous flying conditions to make
several successful attempts at rescuing all crew members,
following which a huge explosion occurred on the vessel,
highlighting the immense danger under which this rescue
operation was carried out.
The certificates were received by Pilot Alfonso Gómez de
las Heras, Co-pilot Raúl Nevado, and Rescuer Gregorio
Jimmy Rodríguez, from the Helimer 207; and Winch Operator
Albert Lara of the Helimer 202.
Captain Gaetano Gigliotti, on behalf of the officers and
crew of the passenger ship Carnival Elation, nominated by
the Cruise Lines International Association (CLIA) for their courage, skill and determination demonstrated in the rescue
of a survivor found in a life raft, whose fishing vessel,
the Captain Eddie, had flooded and sunk in storm force
winds and seas. Three days before the rescue, with Hurricane
Irma gathering in strength nearby, Captain Gigliotti
had navigated Carnival Elation out of a Bahamas dry
dock, with still incomplete repair work, in order to look for
shelter ahead of the hurricane’s predicted passage. On 10
September 2017, following the flooding and sinking of the
Captain Eddie, and amidst 15-20 feet seas and 40-60 knot
winds, Captain Gigliotti carefully manoeuvred the 70,000
tonne, 260 metre long cruise ship towards the small life
raft spotted on the horizon, in complete darkness. Captain
Gigliotti reacted decisively to the unfolding situation by
turning the ship to the wind – despite the risk of flooding
and danger to the crew – and by adjusting ballast to mitigate
the heavy seas. The leadership and skill displayed
by Captain Gigliotti in such conditions, combined with the
courage and determination of the crew, ensured the survival
of the fisherman and a successful rescue and displayed
the very best of seafaring spirit.
Captain Gigliotti was at the ceremony to receive the certificate.
He was also reunited with Mr Edward Potter, the
rescued fisherman.
Letters of Commendation
Letters of commendation have been sent to:
Mr Xu Junlin, Mr Xu Zhentao, Mr Lu Ping and Mr Feng
Yajun, members of the Sanchi Explosion Emergency Dispatch
Squad of the Shanghai Salvage Bureau. They were
nominated by China, for their tremendous bravery and determination
while attempting to locate survivors on board
the burning Sanchi, facing great danger from toxic smoke
and the constant threat of explosions.
Captain Guo Tianxin, Master of the rescue tugboat Nan
Hai Jiu 116 of the Nan Hai Rescue Bureau. He was nominated
by China for his extraordinary courage, expertise
and determination in rescuing 77 crew members from four
stranded ships and preventing damage to an oil depot
during the severe Typhoon Hato.
Captain KE Ashok Kumar and the crew of mv Kodithala,
nominated by India, for the professionalism and exceptional
skills they displayed in the rescue of seven crew members
of the MSV Al Noor, in the midst of Cyclone Okchi.
Captain Mahmoud Baghestani, Master of the oil tanker
Stream. He was nominated by the Islamic Republic of
Iran, for the great resolve and persistence displayed while
rescuing all five crew of a capsized, and sinking fishing
vessel, in bad weather.
Captain Sumant Varma and the crew of mv Dubai Knight.
They were nominated by Panama, for outstanding professionalism
and determination displayed during the successful
rescue of 22 fishermen from two vessels, during
Tropical Storm Mora.
Captain Roman Rudenko, Master of the firefighting small
craft Chasovoy of the Northern Branch of the FSBI (Marine
Rescue Service). He was nominated by the Russian Federation,
for his leadership and courage while extinguishing
a fire on board the docked vessel Odyssey-1.
Captain Fredrik Krysén and the crew of the mv Undine.
They were nominated by Sweden, and separately by the
International Transport Workers’ Federation (ITF), for the
great professionalism, determination and ship-handling
expertise displayed during the successful rescue of 13
crew of the sinking mv Avatar, who were drifting in a liferaft
and on top of floating containers, in dangerous seas
and bad weather.
Captain Maxim Kireev and Chief Officer Anatoliy Yarovoy
of the general cargo ship BBC Asia. They were nominated
by the International Transport Workers’ Federation (ITF)
for their courage and great determination in rescuing all
four crew of the yacht Spica, by executing a highly dangerous,
15-hour towing operation, in severe weather and
gale force winds.
Improving ship-to-shore relationships
SIRC Research
The Seafarers International Research Centre at Cardiff
University announced early in November that it had developed
a free training resource which has been designed
to improve relationships between those working on ships
and staff working ashore.
Research in 2016 (funded by Lloyd’s Register Foundation
and The TK Foundation) indicated that there are very many
issues which cause tensions in relationships between seastaff
and shore-based personnel.
Many of these relate to interactions between seafarers
and port personnel/officials. However, a small number
relate to intra-organisational relationships. With regard to
these, seafarers felt that some shore-staff who have never
worked on board a vessel find it hard to appreciate the
shipboard environment and the stresses that are associated
with working and living at sea. They also indicated that
awareness of time zones, seafarers’ fatigue and stress
was insufficient amongst some office-based staff. They
indicated that, as a result, they were frequently disturbed
by non-urgent phone calls in the middle of the night and
were also troubled by repeated requests for the same information.
In an attempt to raise awareness of these issues SIRC has
made an animated film accompanied by a written training
guide available to all ship operators as a free resource.
These aids to information have been produced with funding
support from Lloyd’s Register Foundation*.
Professor Sampson launched the animation at the CrewIFSMA
Newsletter 023 22
Connect Global conference in Manila on 6 November.
Readers are invited to preview the animation by visiting
the SIRC website to be found at:
http://tinyurl.com/yaharefu
In addition a free copy of the animation and training guide
can be obtained on completion of the request form available
from the Cardiff University website here:
http://tinyurl.com/ya62fbhu
The document may be returned to Louise Deeley at
Deeleyl@cf.ac.uk
This aid to information is seen as a means of making seafarers
aware of some relatively resolvable issues which
will make a positive impact on the lives and work of seafarers.
*Lloyd’s Register Foundation helps to protect life and property
by supporting engineering-related education, public engagement
and the application of research.
MAIB report – SMN Explorer
Death from uncontrolled closure of hatch cover
Alexandra Dock, King’s Lynn, 1 February 2018
On 13 December 2018 the (UK) Marine Accident Investigation
Branch (MAIB) issued report No 21/2018
of this very serious marine casualty.
A crewman from the Liberian-registered general cargo
vessel, SMN Explorer, died when he was crushed by a
falling hatch cover. The crewman was part of a working
party stowing cargo slings used for the discharge of the
ship’s cargo. The accident occurred when the crewman
climbed up the inside of the open hatch cover after its locking
pins had been removed.
The accident was the result of procedural inadequacies
and a lapse of supervision. The investigation identified
that the vessel’s safety management system was immature
and the safety culture on board the vessel was weak.
Risk assessments had not been conducted for routine
tasks and a safe system of work had not been developed
for opening and closing the fo’c’s’le stowage space hatch
cover.
Safety issues
• The crewman walked under, and climbed up an
unsecured hatch cover.
• The accident occurred because the routine deck
operation was not adequately planned or supervised.
• The vessel’s safety management system was immature;
some routine deck operations had not
been risk assessed and safe systems of work had
not been developed.
• The vessel’s lifting appliances had not been properly
maintained a weak safety culture was evident
on board SMN Explorer.
Recommendations
MAIB Recommendations (Nos 2018/134, 2018/135 and
2018/136) have been made to the vessel’s managers to
improve the system of work for closing SMN Explorer’s
foredeck hatch; and, across its managed fleet, to take
steps both to improve the safety culture on board and,
specifically, to improve the maintenance management of
lifting appliances.
Report
The 12 page report is available in pdf form here:
http://tinyurl.com/y9klcag3
Illustration reproduced by kind courtesy of Marine Accident
Investigation Branch ©