Documente Academic
Documente Profesional
Documente Cultură
December 2007
Podded propulsion
Controlling ships
in emergencies
STCW update
Pekka E. Joki 21/11/07 17:38 Page 2
A remembrance of one
horrific disaster, a word of
caution for another just
waiting to happen…
The Floating Time Bomb.
In 1983 the drill ship Eniwetok killed
seven cable car passengers. Available
for the first time in English, this is the
personal story of Pekka E. Joki, the
Eniwetok’s captain at the time of the
tragedy, and his warning of the current
dangerous situation with ships like the
Eniwetok in the Gulf of Finland.
FOCUS
Features
Captain’s Column 3-4 Controlling ships in
an emergency 14-16
MARS
Books
17-20
27
Steering gear Nautelex 28
regulations 5-6 The value of
Letters 29-30
STCW Review 16/21
leadership NI log 31-32
update 7-8 Studying on board 22-23 People 33
CAPTAIN’S COLUMN
Podded propulsion
1. Developments in propulsion modes and control units
Captain Christopher vessels under construction at the Aker yard exhaust emissions.
for delivery in 2009 and 2010 will be Pods come into their own at slow
Rynd MNI approximately 220,000 GT and equipped speeds. Greatly improved manoeuvring
Master, Queen Mary 2 with three 20MW ABB Azipods for a service results from significant power more
speed of 20.2 knots. efficiently configured and directed than the
The system is a drive and a rudder in alternative of shaft-driven propellers and
the same unit. The term Azipod ® is a rudders, even when assisted by stern
trademark of the ABB Group but often thrusters. The steering force is much
used as a general term. The other main higher than that developed by a rudder,
producers are Rolls Royce with its and in the order of 100 to 200 per cent.
‘Mermaids’ and recently Siemens/Schottel This advantage is even more
odded propulsion drives were
P
with its new podded drive whose units pronounced when manoeuvring with
first installed in a cruise ship in have a propeller at each end of the pod sternway. Two Azipods can be controlled
1998. Since that time they have cone. independently in manoeuvres via controls
become the predominant choice The ‘pod’ is sited beneath the hull with mounted both at the bridge centre consol
for the cruiseship industry including the the control gear, within the hull. The position and on each bridge wing console.
industry’s largest vessels – RCI’s Freedom propeller is driven by a direct-drive, With the large size of many cruise
class: 154,407 GT, three pods of 14MW each, reversible electric motor inside the pod, vessels, this improved manoeuvrability is
two azimuthing one fixed on centreline for mounted on a short drive shaft supported especially valuable in ports and
21.6 knots – and the most powerful, by roller bearings. Electric power is anchorages with restricted room. Further,
Cunard’s Queen Mary 2: 148,528 GT; four generated at another location. This gives a the extra manoeuvrability allows calls at
pods of 21.4 MW each, two fixed and two flexibility which has been demonstrated in ports where it is not economically feasible
azimuthing for a maximum designed speed the Cunard liner Queen Mary 2 with her to maintain suitable tugs. ‘Crash stop’
of 29.6 knots. The two RCIs Genesis project two gas turbine powered generators in the performance is also improved.
funnel base, supplementing four diesel
generators in the machinery space. Disadvantages
Since the maximum power of a pod is There are, however, some disadvantages.
limited by design, the total power As pods are hung below the hull, it is not
requirements for designed speed are just the propeller that is exposed to the
achieved by adding extra pods. However
just the aft two will be azimuthing and the
remainder fixed in the fore and aft line.
Forward ones are fixed and offset from Seaways is posted to all Institute members.
the azimuthing aft pods. The skeg is seen The subscription rate to others is £65 pa.*
on the centreline (see Figure 2). Opinions expressed in articles and letters
The advantages of pods are many: space are those of the authors only.
▲ Figure 1: ABB Pods on Cunard’s new Queen Victoria.
saving within the hull; no shafting, gears or
The Nautical Institute is a company limited
clutches. There is greater hydrodynamic
by guarantee No. 2570030 and a registered
efficiency by eliminating the turbulence and
drag of shafts and rudders. In vessels with charity in the UK No 1004265.
high service speeds, the pod is oriented with © 2007 The Nautical Institute
the propeller on the leading side or pulling ISSN 0144-1019.
the pod with the propeller turning in ‘clean’ Printed in England by O’Sullivan Printing
inflowing water. Reduced vibration also Corporation, Southall.
results from this hydrodynamic efficiency. Typeset by Tradeset Ltd, Eastcote, Pinner
Meanwhile greater efficiencies make for
lower fuel consumption: figures are quoted *The subscription rate will increase to
▲ Figure 2: Queen Mary 2: Rolls Royce ‘Mermaids’. variously of between 8 per cent and 15 per £70 pa from January 2008.
Photo courtesy Robert Camby. cent; and this in turn results in fewer
Seaways December 2007
3
p 3-4 Cap's Col 21/11/07 17:44 Page 2
rotational speed. This is termed ‘mini wheel’ for the officer with the conn or
‘watermilling’ by ESR Technology, a firm by the main helm, but with independent
that specialises in pod bearing issues and control of each pod’s speed. Azimuth-angle
monitoring. Finally, the pod propeller is limited to 35˚ and power limited to about
downstream of a powered pod may also 70 per cent.
‘watermill’ or receive vibrationary loading Manual, or ‘Aziman’ or ‘thrust and
of the stationary bearings due to the steering’ mode. Each azimuthing pod
propeller being buffeted by the thrust of independently controlled by rotation and
the ‘upstream pod’. The bearing life speed control units. (RSCUs). Power
currently allowed for is about five years. reduced to about 60 per cent. In sectors of
As a result, and to give the best possible azimuth where the thrust is towards
▲ Figure 3: Pod bearings shown here are on a Rolls
Royce ‘Mermaid’.
reliability, guidelines are given by the another pod or against the hull, this will be
manufacturers and additional restrictions reduced to 30 per cent in that sector.
risk of contact with obstructions or bottom. may be independently issued by operating Other methods of pod and manoeuvring
Pods are not as robust as shaft-mounted companies for their own vessels. To control are via joystick, joystick with auto
propulsion and any contact is likely to summarise these guidelines: heading and with DP. However these
result in serious damage to pod internals ● Pods should be kept turning in a controls have been excluded from this
and propeller blades. The consequences positive or ahead direction throughout article as their use is restricted or
would be expensive and could well result manoeuvres. (Fixed pods are the exception discontinued by some operators pending
in adverse publicity to the high-profile as they are operated astern at times.) control software that can work within the
cruise industry . ● Pod propeller revolutions should be
restrictions.
Pods are also still relatively new in kept above a minimum. With the earlier pods the manoeuvring
terms of technology and while reliability is ● The thrust from a pod should not be
configuration was to have one pod; the
improving with experience, they have directed on to another pod. choice was made prior to manoeuvres,
suffered failures from various causes, It is always best practice to operate the fixed in the fore and aft line for ahead and
predominantly associated with the drive pods as gently as possible, to reduce the astern thrust and the other used with 360˚
shaft bearings. After the initial period of vibration and stress on the mechanical
rotation. Each pod was operated in both
operation, bearing failure is most often components.
positive (ahead) and negative (astern)
associated with either contaminated The naming of various Azimuthing pod
thrust as required. The latest vessels have
lubricant or operating methods. Briefly operating modes was covered in Captain
what this means, is that, each time a pod is two pods available to azimuth, giving with
Larry Reimer’s article for Seaways in
stopped, the shaft bearings settle, making variable power in any direction and, in
September 2005. Operating companies and
metal to metal contact, and on starting or some vessels, additional fixed pods.
manufacturers are still using a variety of
changing direction of rotation there is an The configuration which allows two
names for similar modes so I shall briefly
instant before the lubricant comes between pods, 360˚ rotation in azimuth and thrust,
cover these first.
the bearing and the race. This may result limited only by the sectors where thrust is
in friction that later develops into failure. directed against the hull or other pods,
Also, if the pod shaft bearings turn too
Propulsion modes and gives much greater flexibility to develop
slowly, there is an inadequate pick up of control units methods to control the vessel. The
lubricant, too little film thickness and Open sea, combined or cruise mode. maximum available power is limited for
similar adverse results. Synchronised pods with a maximum of manoeuvring and manual modes as above.
Bearings may also be affected by heavy 35˚of helm. They will have up to 100 per Power/torque limitations can vary between
vibration associated with high pod angles cent power available. Used on sea passage. types and ships.
(over 10˚) at sea speed, and by reducing Manoeuvre direct mode. Some systems ■ Next month: Manoeuvring with pods
speed too quickly so that the propeller have this configuration with steering incorporating these guidelines and
starts turning under water flow at low synchronised and controlled either via a restrictions.
Steering gear
performance
Taking the regulations into the 21st century
Captain Paul Drouin MNI well as Regulation 19-1 of Chapter V. Most
of the details of these regulations are given
over to design and construction
specifications and few performance-based
Solas has been with us since 1914 and continues to evolve.
criteria are found. Only Regulation 29-3.2
True performance-based regulations for steering gears comes close to being performance based;
within this instrument would improve safety. the well known 35˚ to 30˚ (hard-over to
hard-over) to be accomplished in not more
It is time for these regulations to come into the 21st century.
than 28 seconds. This time-honored
requirement has been in Solas since 1960 –
‘ he vessel grounded due to caution, such as when navigating in almost half a century.
Feature
regulation undermines its own credibility Criteria that could be used to frame the
with such a qualification. outcome are, among others:
Ironically, Regulation 19-1 also ● Advance;
introduces an additional risk into the ● Transfer;
equation – one that is recognised by IACS ● Efficacy of bow thrusters;
in M42.13. Even if the units are designed ● Redundancy;
for simultaneous operation, the failure of ● Automatic transfer arrangements of
one unit can create hydraulic lock within steering gear power units; and
the system thus rendering the steering ● Alarms for all systemic failures.
inoperative – and often without an The manoeuvring characteristics such
accompanying alarm. Without an alarm, as advance and transfer would preferably
time could be lost before it is even realised be those for shallow water as this would be
the steering gear is inoperative. The the likely area that a steering malfunction
rudder could be over to one side or the would cause adverse consequences.
other, causing the vessel to shear out of
the channel. Given the time and space
restrictions when operating in confined
waters the crew may not react adequately
to prevent a grounding or collision, having
to stop each pump in turn to isolate the
defective unit – and assuming they have
▲ A Rolls-Royce flap type rudder. the wherewithal and steady hand to carry
This requirement for redundancy and out this procedure as their vessel bears
▲ Performance comparison: flap versus
increased performance, now more than 20 down on another oncoming behemoth.
conventional rudder.
years old, is somewhat dated and New and improved steering gear
unnecessarily prescriptive given the regulations would be predicated on a ■ Captain Paul Drouin is a Senior
advancements in technology and the desired outcome (dare I say goal-based?) Accident Investigator with the
performance of steering gear systems and be risk-based as well. For example, Transportation Safety Board of Canada.
today. And what if the power units are not when navigating in a channel, 15 to 20 The opinions expressed in this article are
capable of simultaneous operation? One seconds of steering malfunction are his own and not necessarily those of the
power unit is suddenly good enough? The usually enough to cause serious trouble. Board.
Lifeboat Safety
The Nautical Institute is conducting research into safety of ships’
The Nautical Institute is conducting research into safety of ships’
lifeboats – accidents, good and bad design, good and bad practices.
It now invites all NI members, branches and readers of Seaways to
contribute reports, documentary evidence, including photographs
to this programme.
T
may demand different skill sets.
complex and operations are This issue was recognised in the 1995 KUP whereas the Long-range
inherently risk orientated. Last revision by introducing a Code that could Identification and Tracking of Ships
month Martin Burley proposed a be more easily amended than the System (LRIT), still on the horizon see pp
compelling case for the inclusion of safety regulations of the Convention. Maritime 9-10 could eventually be introduced to
training within the Code. He cited cause and Safety Committee (MSC) circulars update Section B.
effect as the driving force behind maritime the Code, but fundamental changes need
regulation, observing that almost all reviews and revision, which take longer. Flexibility
changes in shipping have been the result of The problem can be illustrated by thinking Mariners are by their nature pragmatic,
a major accident. He commented that our back to 1995 and recalling how far dynamic and resourceful; at ease with the
industry had not been proactive in training technology has changed operations over pace of change, but easily frustrated by the
mariners to prevent these situations from this period. At a personal level, mobile lack of swift legislative adaptation. This is
occurring in the first place. The strength of phones were certainly not universal, best illustrated by an expansion in a trade
his argument, though, lay in recognising computers were relatively rare and the where, initially, a small group of operators
that generic competence – in the sense of a internet did not underpin our activities. will become experts. The community will
safety culture – should be enshrined within How many ships had an ECDIS? grow and then as the rate of expansion
Seaways December 2007
7
p 7-8 STCW review 21/11/07 17:54 Page 2
Feature
increases, there will be a perceived need training system be cited in a case alleging For your diaries
for legislation to reduce the trade’s for negligence or malpractice? Do these 2007 December
vulnerability to poor working practices by systems bear scrutiny within the realms of (03) UK, HQS Wellington, London - London
opportunist, but unskilled operators. The international customary law? Questions Branch, Refugees and Economic Migrants at
situation is even more pertinent when the like these are certainly pertinent for Sea; Tel: 07785 586317 email: andrewj-
supply of human resource fails to meet consideration by the professional bell@beeb.net
demand. organisations, but beyond this is a real (03) UK, LJMU, Liverpool - NW England & N
LNG operations have associated critical issue for a global industry. An Wales Branch, Maritime Terrorism - A
safety aspects, breaches of which could unscrupulous company that employs non- Merseyside Perspective; Tel: 0151 677 3559
invoke a major environmental and/or qualified operators will be functioning email: sec@ninw.co.uk
human disaster. The LNG industry is not entirely ‘legally’ until an accident occurs. (04-06) USA, Tampa, ASTM International
enshrined specifically within STCW but is Then the publicity surrounding the Committee F25 on Ships & Marine
experiencing massive growth and received accident will be just as damaging to the Technology; Tel: +1 610 832 9732
mention at STW 38. Chapter V of the industry and its concept of self-regulation
email rmorgan@astm.org
Sections of the Code refers to training for as to the individual company. Why are oil
(18) UK, Shell Woodbank, Aberdeen - N of
certain types of tankers: oil, chemical and majors’ inspections often more rigorous
Scotland Branch, Raising the Kursk;
liquefied gas. It does not specifically refer than port state control and flag state
Tel: 01339 741285 Jeff.gaskin@orange.net
to competence and does not enshrine a control? It takes generations to build a
standard for the training. Instead it refers 2008 January
reputation and one accident to destroy it.
to IMO model courses and industry (15) UK, Shell Woodbank, Aberdeen - N of
The decision to move from self-
publications. Scotland Branch, The Scottish Samurai
regulation to convention regulation is not
While the listing of competence and (Ladies Night); Tel: 01339 741285
an easy one in an international industry. It
standards of training is clear and precise, Jeff.gaskin@orange.net
is difficult to establish benchmarks and
the process suffers in that developments in (16) USA, Maritime Institute of Technology,
thus usually these changes are brought
operations cannot be incorporated rapidly. 692 Maritime Boulevard Linthicum Heights,
about by the reports from accidents and
A more flexible approach is to list a MD 21090, US Merchant Marine and World
subsequent lobbying.
document that stipulates a standard so Maritime Review; Tel: 516-773-5447
that this can be amended outwith a email: sandbergg@usmma.edu
review/revision of the whole Code. To some Feedback, please (29-01) Aus, Sydney Pacific 2008;
extent this empowers the specific industry This discussion highlights the need for Tel: +61 (0)3 5282 0500
rather than limiting it to the convention careful consideration in developing the email: expo@maritime.net.au
process. STCW Code to ensure that the desired 2008 February
competency is delivered in a sustainable (05) UK, VTS Centre, Seaforth, Liverpool - NW
manner. In a practical sense, within the
Self-regulation auspices of the Code this means reflecting
England & N Wales Branch, VTS in the River
Mersey; Tel: 0151 677 3559
Emerging industries and technologies
carefully how competences within Section email sec@ninw.org.uk
bring with them new skills and training
A, mandatory, are phrased to connect with (19) UK, Shell Woodbank, Aberdeen - N of
systems. Professional organisations, trade
Section B, the guidance. Generic Scotland Branch, The Bourbon DolphinTragedy;
associations and classification societies
competences, where appropriate, ensure Tel: 01339 741285 Jeff.gaskin@orange.net
will champion these systems, accredit
that the Code can be developed more 2008 March
training providers to a mutually agreed
pragmatically. (13) UK, HMS Eaglet, Liverpool, NW England
standard and provide certification
Feedback to The Nautical Institute so & N Wales Branch AGM; Tel: 0151 677 3559
schemes. While private and commercial
far indicates that the following email: sec@ninw.org.uk
interests may not produce balanced
competences warrant inclusion: (15) UK, Aberdeen University, Aberdeen - N of
development, many training systems are
■ Leadership Scotland Branch, Mariners' Dinner Dance;
overseen by independent organisations
■ Safety Tel: 01339 741285 Jeff.gaskin@orange.net
that manage and correct such influence.
■ Security 2008 April
Within these, the system can evolve rapidly
to meet operational demand, as the Within the framework of the discussion (08) UK, ACL Offices, Liverpool - NW England
organisations involved already have above, ECDIS and AIS should be & N Wales Branch, The Liverpool Cruise
effective communication with the incorporated appropriately within Facility; Tel: 0151 677 3559
operators. The latter will enjoy the competence KUPs. Chapter V should refer email: sec@ninw.org.uk
associated empowerment of having a real specifically to LNG and dry bulk training. (15) UK, Shell Woodbank, Aberdeen - N of
voice and viable influence in developing Scotland Branch, Indian Experience as a
the system. The Nautical Institute DP Marine Consultant; Tel: 01339 741285
training system is an example of this sort This article only summarises the email: Jeff.gaskin@orange.net
of self-regulation. The Institute provides feedback so far: any thoughts, (22) UK, LJMU, Liverpool - NW England & N
independent accreditation of training opinions and ideas for the Wales Branch, Movement of Airbus A380
providers and operates a worldwide Institute’s STCW Working group Components; Tel: 0151 677 3559
certification scheme. are very welcome. Please email email: sec@ninw.org.uk
The weakness of self-regulation is, of Peter Aylott, the Education 2008 May
course, the lack of legal framework: who and Training Manager at (20) UK, Shell Woodbank, Aberdeen - N of
has authority and what is its legal basis? PDA@nautinst.org Scotland Branch, N of Scotland Branch AGM;
Can lack of adherence to the relevant Tel: 01339 741285 Jeff.gaskin@orange.net
Seaways December 2007
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Captain Esteban numerous meetings of the different IMO government can receive LRIT information
bodies, IMO incorporated regulations for on all ships under its flag, wherever they
Pacha-Vicente MNI LRIT within the Solas Convention, by are. As a port state, a government can
Director, International introducing amendments to Chapter V and receive LRIT information about all ships
Mobile Satellite adopting performance standards and that have reported their destination to any
functional requirements for the LRIT of its ports and terminals. As a coastal
Organisation (IMSO) system. state, a government can receive LRIT
The new Solas regulation V/19-1 on information on all ships transiting within
long-range identification and tracking of 1,000 miles from its coast. In addition, the
ships was adopted by Resolution search and rescue services can obtain
The shipping industry, including MSC.202(81), on 19 May 2006, and will LRIT information on any ship involved in a
manufacturers, maritime satellite enter into force next month, on 1 January SAR operation.
communication and satellite application 2008. This Regulation establishes that all To ensure that the LRIT system is
providers, as well as governments, should ships subject to the Solas Convention will implemented in accordance with the
ensure that LRIT is implemented on time be obliged to transmit information on their standards established by IMO, certain
and becomes beneficial to the industry, identity, location and date and time of the aspects of the performance of the system
according to the purposes for which it position, normally four times a day. are to be overseen, reviewed and audited
was created. IMO also adopted Resolution by an LRIT coordinator. In December 2006,
MSC.210(81) on performance standards the IMO Maritime Safety Committee
and functional requirements for the long- appointed IMSO as this LRIT Coordinator,
range identification and tracking of ships, to act on behalf of all Solas contracting
and Resolution MSC.211(81) on governments. IMSO is the inter-
he overall process that results in
T
arrangements for the timely establishment governmental organisation with 91
goods being delivered, safe and of the long-range identification and member states that is charged with
secure, from the point of origin to tracking system.
their final destination worldwide overseeing the provision of essential
mainly involves the transport by ships, distress, safety and general
along with associated processes. It includes Distributed data communications for the Global Maritime
many entities such as producers of the The architecture of the LRIT system is Distress and Safety System (GMDSS) as
goods, logistics management firms, based around the idea of distributed data well as coordinating the establishment and
consolidators, truckers, railroads, marine centres. These centres may be established auditing the operation of the international
terminal operators, ocean carriers, by individual countries (national centres), system for LRIT.
cargo/mode/customs agents, information or several countries can cooperate to form The role and functions of IMSO as LRIT
services, and so on. a regional or cooperative centre. Those Coordinator are established in section 14
Assuring the enhancement of maritime countries that will not host a national of Resolution MSC.210(81). These include
safety and security to ensure the highest centre or will not participate in a regional assistance in the establishment of the
quality throughout these processes is one or cooperative centre will have the International LRIT Data Centre and
of the main objectives of all the different opportunity to use an international centre International LRIT Data Exchange by
organisations concerned in shipping. One to be designed by IMO. The exchange and participating in the development of
of the latest initiatives taken by the IMO to routing of LRIT information between LRIT technical specifications; issuing requests
contribute to the enhancement of the centres to the relevant government and for the submission of proposals for the
maritime safety and security is the SAR authorities will be the responsibility establishment and operation of both
establishment of the Long-range of an International Data Exchange systems; evaluating the management,
Identification and Tracking of Ships appointed by IMO. operational, technical and financial
System (LRIT). Governments will be entitled to receive aspects of the proposals received; and
Proposals for long-range identification LRIT information about ships in several participating in the initial developmental
and tracking of ships first came after the different capacities. As the flag state, a testing of the LRIT system.
development of special measures to The LRIT Coordinator will perform
enhance maritime security in the wake of some administrative functions, such as the
the 9/11 terrorist attacks. However it was investigation of disputes and operational,
recognised from the beginning that the technical and invoicing difficulties, making
implementation of a global LRIT system recommendations for their settlement to
would present numerous challenges, the parties concerned; participation in the
political, legal and technical. After ▲ Tracking ships with satellite technology testing for the integration of new LRIT
Seaways December 2007
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Feature
data centres into the LRIT system; and data centres based on archived including the effective implementation of
participation in the testing of new or information and their fee structures; audit the LRIT system on time. Better knowledge
modified procedures or arrangements for the performance of the International LRIT of LRIT information by all future users and
communications with LRIT data centres. Data Exchange and its fee structure; and providers will significantly contribute to
verify that contracting governments and the effective implementation of the new
Performance review search and rescue services receive the LRIT system. IMSO is ready to provide
IMSO will also undertake a review of the LRIT information they have requested and any information and assistance that may
performance of the LRIT system. In this are entitled to receive. be requested.
respect, IMSO will review the performance IMSO has reiterated its commitment to ■ For more information, contact IMSO:
of application service providers providing the maritime community of the phone: Jenny Ray on +44 7728 1249
services to the International LRIT Data continuation of maritime distress, safety email: info@imso.org
Centre; audit the performance of all LRIT and security communication services, website: www.imso.org
Captain Johan Buysse breakers posted along the route. channel from its original location;
When heading for ice-bound waters, you ● Ice accumulation on the side of the ship,
MSc, MNI can expect numerous hazards. These will on the deck.
include:
Ice blocks, ice floes
Handling Ships in Ice is a practical guide
to navigating in high latitudes in winter:
Ice ● Extra echoes on the radar screen;
● Difficulties in keeping the ship moving, ● Ice blocks below the ship’s bottom;
ice formation; ship strength and ice class;
unexpected loss of speed; ● Echo depth sounder may not work
passage planning; navigating alone;
● Difficulties in manoeuvring, unexpected properly;
navigating in convoy; manoeuvring in ice;
motion of the ship, unexpected restrictions ● Ice block jammed in front of the
ice breaker operations; hazards and
of movement; propeller or between hull appendages;
precautions – all are covered in the book.
● Deviations from the originally planned ● Ice in the seawater intake for
This edited chapter deals with voyage
route; machinery cooling system, fire main;
preparations and includes valuable check
● Ice impact due to ship speed and ● Ice in the transverse thrusters tunnel;
lists to equip the ship for ‘winterisation’.
motion; ● Ice loads on the propeller;
● Noise and vibrations increase; ● Ice loads on the rudder and other
● Increased time needed for voyage, appendages;
igh ice-classed ships, handled
H
embarking pilot, berthing; ● Stones from the sea bed sticking fast to
by experienced staff, are ● Increased time and restrictions to ice blocks in shallow water.
perfectly able to operate rescue units arrival at accident site;
successfully in ice-covered
waters. Even so, for the mariner preparing a
● Difficulties in finding objects or Snow
substances (oil) that are below ice cover or ● Difficulties with visual observations;
passage plan, it would be reckless to rely under ice floe(s); ● Difficulties with radar-based
solely on the ice-breaking capabilities of his ● Difficulties in finding the shoreline from information;
vessel and on scanty or not updated radar based information; ● Makes the channel more heavy to
information on the ice situation expected to
● Abrasive effects on ship hull painting, navigate.
be encountered. Safety and the economics
leading to increased rate of rusting.
of transportation, such as the total passage
time and total bunkers consumption, will Low temperature
particularly apply when planning a voyage Drifting ice ● All effects of low temperature (–35°C in
to or between ice-bound ports. ● Damage or other effects (such as the Gulf of Finland for example);
Moreover, it is of the utmost importance change of location) to the aids to ● All effects of temperature changes and
to maintain sea room and to keep freedom navigation; differences;
of manoeuvre when passing through ice, as ● Compressive ice: ice loads due to ice ● Effects on materials: thermal strains,
once one’s ship is beset, it will drift movement and pressure; brittleness, thermal expansion;
wherever the ice sets. Hence the ● Ship stuck in ice; ship movement with ● Effects on oil viscosity: effects on fuel
importance of gathering all possible ice; oil, hydraulic oil, lubricating oil;
updated information about the weather ● Anchoring not possible; ● Moisture condensing and/or freezing on
and ice situation and the position of all ice- ● Movement of newly broken channel / old cold surfaces;
Seaways December 2007
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● Freezing of cargo, deck equipment etc; Ice map provided by the Finnish, Some ice-breakers regularly carry out
● Difficulties with battery operated Swedish and German ice service: visual reconnaissance using their ship-
devices; ● www.bsh.de/de/index.jsp based helicopter. They know, by the very
● Hypothermia. ● www.fimr.fi nature of their work, where the difficult
● www.smhi.se/ spots are and therefore will give some ice
Spray ice, icing ■ By facsimile. At times the printout will waypoints along the calling vessel’s route
● Difficulties with visual observations
be of poor quality, due to the nature of its towards its destination. (An ice waypoint
(frozen windows on the bridge); transmission (by short wave), but is one given by a VTS, pilot station or ice-
● Weight increase in the upper
sometimes it turns out to be the only breaker, to where all in and outward
structures, draft increase, loss of alternative if no fax reception or internet bound traffic is directed. One should have
freeboard; link is possible and/or when out of Navtex good reasons for not using these
● Deterioration of ship stability, listing;
range. See the relevant volume of the waypoints as, in most cases, ice-breakers
● Ice on outer decks and other surfaces,
Admiralty List of Radio Signals. will not assist vessels which deliberately
■ By internet. The latest means of ignore their instructions.)
clogged deck drainage pipes, ice on deck
equipment, frozen life saving equipment gathering information, the internet offers If no ice-breakers can be raised, try to
(lifeboats, davits etc). countless possibilities for getting updated obtain information regarding ice, ice-
information and in various languages. We breakers assigned to the destination port
advise ship owners to study this medium, and/or waypoints through the local VTS or
Other as this link will offer the information best pilot station. Bear in mind that, especially
● Darkness; suited to their vessels. For example, using during harsh winters, some pilot stations
● Sea or frost smoke from broken channel Google as the search engine, with could be closed and vessels will therefore
and other areas of open water; reference to ‘ice charts’, a whole new be diverted to other pilot stations.
● Occupational safety matters on board:
world opens. Some suggestions: Ice reports are also transmitted by local
equipment and effects on crew members. ■ www.bsh.de/en/Marine%20data/ coast radio stations on VHF and MF
These hazards could result in the Observations/Ice/index.jsp frequencies.
following damage: ■ www.fimr.fi/en.htm ■ Nautical publications. Mariners
● Dents and fractures due to ship-ice
■ www.ice-glaces.ec.gc.ca should at least familiarise themselves with
contact. ■ www.vtt.fi the information given in the following
● Ship collisions in ice.
■ Through agents. When information nautical publications (there are others):
● Grounding events due to difficult ice
about the ice situation can only be ● The Mariner’s Handbook, NP 100
conditions; obtained by Navtex, masters should ● Baltic Pilot, Volume III , NP 20
● Ships in bad condition or inadequate ice
request their agents (for instance when ● The International Code of Signals
strengthening; passing the Kiel Canal) to provide them ■ Company and charterer’s instructions.
● Propellor damage;
with the latest ice chart available prior to Look for any specific operational
● Rudder damage;
departure from the Kiel locks. instructions and routines from shipowner
● Surface damage (coating);
■ Through ice-breakers, pilot and coast in circular letters, the ISM/SMS fleet
● Main engine or other machinery
radio stations. Upon approaching ice manual etc and any advice given by
malfunction. bound waters, the vessel should, as soon charterers.
■ All this leads to an important rule:
as possible, contact the nearest ice- ■ Instructions for merchant vessels by
Always respect the power of ice in all breaker, VTS or pilot station by VHF or local administrations. You should have
its appearances. Heading overconfidently mobile/satellite phone and request the on board the instructions for ice navigation
into ice equals heading for trouble. latest update regarding the ice situation. and ice-breaking services issued by local
Gathering information
■ Navtex. Navtex stations in northern
and Arctic waters broadcast ice reports,
stating the position, thickness and type of
ice. Check whether they are programmed
in the Navtex’s stations list. Check also
whether the ice-report option is activated.
Gale and icing warnings are
transmitted separately as well as the latest
ice-breaking service and ice-class
restrictions reports.
■ By (call-)fax. Various organisations
offer the possibility of automatic send-out
(or in combination) with a call-fax-service
to vessels by fax, on a daily basis, with
updated ice charts, providing the ship
owner has an agreement with those
organisations and that the vessel has an
Inmarsat link or is in reach of a mobile
telephone network. ▲ Figure 1: Heavy icing on deck cargo, vessel at anchor in sheltered waters, awaiting better conditions.
Feature
▲ Figure 2: Typical (minor) ice damage in a 6,000dwt, A1 classed vessel, after two winters in the Baltic; top left bilge keels partly torn off; top right indents in leading
edge of rudder blade; bottom left propeller tip bent; bottom right indents in shell plating and surface paint damage.
Feature
as long as possible any consolidated, off WB tanks and keep them slack; ● Check if enough winter working clothes,
rafted or ridged ice areas. ● Prior to the winter season, check WB (such as winter overalls), are on board;
Do not rely solely on own vessel’s ice- heating systems (for example heating ● Check if enough wooden hammers
breaking capabilities as you can get into (sledge type and smaller ones), snow
coils) or air bubble system in all tanks;
heavy ice conditions, resulting, especially shovels and stiff brooms are on board for
● Check bunker status of IFO/HFO
if your ship is overpowered, in loads on the removing ice (icing) and snow;
midship’s sections for which the vessel is (intermediate fuel oil/heavy fuel oil) and ● Check fastenings of antennae/aerials/
not designed. Odd as it may seem, an ice- especially DO or MDO (diesel oil or marine wind vanes on top of bridge deck and
strengthened vessel should have only diesel oil) as consumption can increase tighten stays of masts (vibrations and
enough power to operate in ice for which substantially when trying to get free after shocks, at times violent, can be expected
the ship’s structure has been designed. being beset, waiting for a free berth, when sailing in ice);
This is why some vessels capable of high ● Confer with owners regarding manning.
manoeuvring or waiting for an ice-breaker;
open water speeds have a power limiting Consider an extra AB, OS and/or watch
● Check rudder angle indicators: the
switch (‘ice mode’) which should be officer as one can expect longer working
midships position should be exactly zero
activated before entering the ice. hours for hand steering, removal of icing,
As to the matter of choosing a point of when zero on the rudder stock in the and that the master will be spending more
entry into the ice and the course set out steering gear room; time on the bridge.
thereafter, you should take into ● Check if drafts are in accordance with Engineers should check the following:
consideration the forecast wind force and the ice class. Adjust draft/trim so as to be ● Avoid engine room ventilation being
direction, and set and drift of the within the limits of the ‘ice belt’. (This is directed on to pipes;
prevailing currents. ● Choose the bottom/low suction sea-
the area over which the shell plating is
Note that during ice periods, especially chest for cooling or intake;
required to be reinforcd for navigation in
when vast areas are covered by ice, local ● Test the steam-heating/compressed air
maritime administrations may remove the ice, has per class rules and system on the sea-chests;
traffic separation zones for a time. The administrations.) ● Test the seawater cooling recirculation
Gulf of Finland maritime district will ● For non-ice class vessels: ballast/trim system on the sea-chests;
communicate this decision through Notices vessel as to have maximum rudder/ ● Bunker tank temperatures to be
to Mariners, for example, and as a propeller and sea-chests immersion; maintained above pour-point;
navigational warning via Turku radio. ● Test the engine room space heating;
● All radars should be in optimal
Once near the ice edge, you have to ● Start the heating of the steering gear
condition;
review all information, including any room;
● Check if searchlight(s) is working and if
updates from ice-breakers or other ● Check all heating systems on electrical
outbound vessels and if necessary adjust enough spare bulbs are available; motors on deck and of all hydraulic power
the voyage plan. During winter or when ● Check the not-under-command lights; packs;
sailing in ice, do not rely on the sighting of ● Check bridge window heating; ● Provide heating in bow/stern thruster
buoys, as many of them are removed or ● Protect windlasses, mooring ropes, rooms;
replaced by winter spars for the winter ● Status of the active cathodic protection
runner drums from cranes and any other
season; they could be adrift in ice or (impressed current).
critical deck equipment in order to
pressed under the ice. ■ Rule: for ships with controllable
minimise the effects of icing;
It goes without saying that the final pitch propellers, never stop the
chosen route will also largely depend on ● After having experienced icing, check, hydraulic cpp pump in port, when in
own vessel’s draft, ice-breaking before any ballast or bunker operation, freezing conditions.
capabilities and the crew’s ice experience. that the de-aerators are free from ice;
■ Another rule: do not enter ice if a ● Drain all deck lines of water;
longer but easier-going route is available. ● Ensure heating systems in fo’c’s’le and
crane deck houses (bow-thruster room,
‘Winterisation’ emergency fire pump room, bosun stores,
Class and administration rules deal hydraulic unit stations etc) are started in
primarily with the vessel’s capability to
time;
advance in ice. When winter conditions are
● Order extra salt which can be used in
expected, the ship’s staff should take some
precautions to avoid damage to hull and the hold bilges, lashing pods etc;
machinery and to minimise the risk of ● Order extra anti-slip sand;
commercial losses in port. Specific ● Start all deck machinery in due time so
instructions, stated in the fleet manual or as to warm up any circulating hydraulic
the ship’s specific manual should be oil;
adhered to. The following list (not totally ● Check antifreeze additive in lifeboat
comprehensive) applies to any vessel:
motors, emergency generator, any other
● Carry out all items on checklists
cooling water systems, cargo space
regarding winter/freezing/icing;
● Trim, draft and stability permitting, heating systems etc;
drain all unnecessary water ballast (WB) ● If provided, check pre-heating on
in side, wing or top tanks. Avoid topping lifeboat motors; ▲ £19.25 members; £27.50 non-members.
Controlling ships
in an emergency
IMO Maritime Safety Committee approves Guidelines
that coordination of the SAR response will if needed declare an appropriate
IMO’s Maritime Safety Committee (MSC) be carried out either by the MRCC or by an emergency phase.
meeting in October, has approved the on-scene coordinator who will not normally 4.3 The ISM Code, section 5, Master’s
Guidelines on the control of ships in an be the master of the ship in distress. Responsibility and Authority, states that:
emergency. These are designed for However, the underlying premise is that The Company should establish in the
member governments, shipmasters, the master remains in command of the safety management system that the
companies, salvors and others engaged ship and co-operation with the SAR Master has the overriding authority
in a marine emergency, with a view to operation is assumed. and the responsibility to make
providing them with a framework of 4.2 If, once the SAR phase of an decisions with respect to safety and
authority within which they would be emergency is over, or a ship does not pollution prevention and to request the
expected to operate. The Guidelines will
require any action from SAR services but company’s assistance as may be
be subject to review in the future, so that
is still in need of assistance, the role and necessary.
they can be improved on the basis of new
responsibilities of the various parties are 4.4 This indicates that the master has the
technical developments and in the light of
less clear. Any actions at sea on salvage authority and responsibility to take
experience gained from their application.
should be conducted in close co-operation decisions in an emergency and to speak
This is an important development for
with the responsible MRCC or other with the company as necessary. However,
shipmasters. The implementation of the
relevant authority as notified by the MRCC it does not deal with the responsibilities
Guidelines should clarify responsibilities
to enable them to assess the situation and and duties of a coastal state which may
and help remove the uncertainties and
confusion surrounding issues of places
of refuge, such as those that hampered
prompt action in the case of the Prestige Definitions
in 2002. The approval is a credit to the
Ship in need of assistance means a International Convention relating
work of Captain Rodger MacDonald FNI
ship in a situation, apart from one to Intervention on the High Seas in
and the International Federation of
requiring an operation coordinated Cases of Oil Pollution Casualties
Shipmasters’ Associations (IFSMA).
‘Following the Prestige disaster, by a MRCC in accordance with one of (1969) and the Protocol relating to
IFSMA raised a number of issues. the three emergency phases – Intervention on the High Seas in
It was concerned that there seemed to uncertainty, alert and distress phase Cases of Pollution by Substances
be no internationally agreed procedures – that could give rise to loss of the other than Oil (1973).
offering the master assistance during a vessel or an environmental or ISM Code means the International
marine incident,’ Rodger MacDonald told navigational hazard. Safety Management Code, made
Seaways. ‘IFSMA therefore requested that Company means the owner of the mandatory under Solas Regulation
the IMO look into this and, with a number ship or any other organisation or XI/3.1.
of administrations, contributed to a person such as the manager, or the Place of refuge means a place where
working group, the result of which has bareboat charterer, who has assumed a ship in need of assistance can take
been the Guidelines. IFSMA believes this the responsibility for operation of the action to enable it to stabilize its
is a positive step forward and will assist ship from the owner of the ship and condition and reduce the hazards to
all parties involved in future incidents.’ who on assuming such responsibility navigation, and to protect human life
The extract from the Guidelines has agreed to take over all duties and and the environment, as defined in
published here starts with the guidance responsibilities imposed by the ISM resolution A.949(23).
itself, section 4 on the original document, Code. MRCC means maritime rescue
hence the numbering in the article. The full IAMSAR Manual means the coordination centre.
paper is available from the IMO website International Aeronautical and MAS means the Maritime Assistance
(www.imo.org) as MSC.1/Circ.1251
Maritime Search and Rescue Manual. Service as defined in Resolution
UNCLOS means the United Nations A.950(23).
Convention on the Law of the Sea, SAR Convention means the
4. General guidance 1982. International Convention on Maritime
4.1 During the search and rescue (SAR) Intervention Convention means the Search and Rescue, 1979.
phase of a maritime emergency, there is an
assumption within the SAR Convention
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Feature
have legislation governing the conduct of a of the chain has procedures setting out appropriate coastal state authorities
maritime emergency in waters under its what actions it should take and the limits including that of the nearest coastal state,
jurisdiction or which wishes to exercise its of its powers; the flag state and the Company, of the
powers to intervene to avoid pollution 2. The master of the ship, the company nature of the emergency and what
arising from maritime casualties, in and any salvage team are told clearly what assistance is required.
particular beyond the territorial sea. the shore command structure is; 6.2 Unless specifically instructed
4.5 At no time should the master be 3. The flag State is informed as early as otherwise the master has the authority and
prohibited from taking action which, in the possible in the proceedings and its advice responsibilities specified in the ISM Code
master’s judgment, is required to protect sought; as in paragraph 4.3 above.
the lives of crew and passengers or others 4. The master of the ship, the company 6.3 If the company engages a salvor to
on board. and any salvage team involved are told attempt to save the ship, a contract will be
clearly what degree of responsibility signed which sets out the respective
remains with them and what limitations responsibilities of the parties involved.
5. Guidelines for coastal are being placed on their freedom of When a salvage master has been
states action; appointed to supervise the salvaging of a
Resolution A.950(23) outlines the 5. When an order is issued, it is clear to ship, the master should cooperate with the
situations in which the services of the MAS the recipient who issued the order, to salvage master to the maximum extent.
are involved; they are: whom it is addressed and under what 6.4 When a ship requiring assistance is in
1. The ship is involved in an incident authority; waters which are under the jurisdiction of
(eg, loss of cargo, accidental discharge of 6. It is preferable for all orders from a coastal state and that state has laws
oil, etc.) that does not impair its ashore to pass through a single focal point allowing it to intervene in an emergency
seakeeping ability but nevertheless has to to ensure a consistent approach. All and wishes to do so, then the master
be reported; messages from the ship should pass should:
2. The ship, according to its Master’s through the same focal point; 1. Ask for clarification as to who is
assessment, is in need of assistance but 7. The freedom to take necessary action exercising the coastal state’s powers;
not in a distress situation (about to sink, to resolve a situation is not removed from 2. If necessary and time permits, speak
fire developing, etc) that requires the the people on the ship unless deemed to be with company as in paragraph 4.3;
rescue of those on board; and necessary to resolve the situation; and 3. Seek clarification of the extent to
3. The ship is found to be in a distress 8. Unless time pressures make such which the master can still exercise
situation and those on board have already communication impossible, the master is authority in relation to the operation and
been rescued, with the possible exception allowed to speak with the company in salvage of the ship;
of those who had remained aboard or have accordance with the ISM Code provisions. 4. Ask the coastal state for an expert
been placed on board to attempt to deal 5.5 Article 221 of UNCLOS recognises the assessment of the condition of the ship if in
with the ship’s situation. right of coastal states ‘pursuant’ to doubt about the actions being taken; and
These are the situations which these international law, both customary and 5. If still in doubt or in disagreement
Guidelines seek to address. conventional, to take and enforce with the actions or instructions given by
5.2 The MAS serves mainly as the point of measures beyond the territorial sea the coastal state, clearly state so.
contact during the resolution of the proportionate to the actual or threatened 6.5 If a state is intervening in accordance
situation, however, the resolution damage to protect their coastline or with paragraphs 5.5 and 5.6 when a ship is
recommends that national instructions related interests, including fishing, from on the high seas, the guidance under
should at least indicate to the organisation pollution or threat of pollution following paragraph 6.4 should be followed.
discharging MAS functions: upon a maritime casualty, which may be 6.6 It is most important that a ship should
1. The authority or organisation to reasonably expected to result in major keep the most accurate records of events
which it transmits the information harmful consequences. The right of states possible. Where a VDR is fitted, the
obtained from a ship; and to intervene in the high seas to prevent or limitations of the period of time covered by
2. The authority or organisation from reduce pollution damage as a consequence its recording should be borne in mind. A
which it receives instructions concerning is also regulated by the Intervention separate chronological order of events
its action and the particulars to be Convention. States may take measures should also be kept.
transmitted to the ship. beyond their territorial sea in accordance
5.3 When more than one coastal state is with customary international law of the 7. Guidelines for salvors
involved, the states concerned should sea. 7.1 The first requirement of any salvor is
agree between themselves which will 5.6 States taking measures in accordance to be provided with the most reliable
coordinate the operation and be with the paragraph 5.5 should indicate that information about the vessel, the nature of
responsible for transmitting orders and they are doing so in accordance with the casualty, the situation of the persons,
information. UNCLOS, and/or the Intervention cargo and bunkers on board.
5.4 Some states have legislation which Convention or international customary law 7.2 In particular this information will
allows them to intervene more actively in as applicable through their national include:
the situations outlined in 5.1 when a ship is legislation. In doing so, States should 1. Vessel plans;
in waters under their jurisdiction. A state follow the guidance in paragraph 5.4. 2. Cargo manifest, including hazardous
intending to use its powers under such cargo list;
legislation should ensure that: 6. Guidelines for masters 3. Stowage plan and nature/position of
1. The chain of command within its 6.1 At the earliest possible stage in an dangerous goods on board;
shore organisation is clear and each level emergency, the master should inform the 4. Position and quantity of remaining
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On the value
bunkers on board;
5. General casualty information relating
to position, damage and condition of the
vessel; and
6. Any emergency towing procedures
of leadership
adopted by the organisation.
7.3 The salvor’s obligations are to use
their best endeavours to salve the vessel
and its cargo, and while engaged in such
operations, to avoid or minimise damage to
the environment.
7.4 The salvor should communicate and Julian Parker OBE, FNI
coordinate with the master and the coastal
state to the maximum extent possible.
7.5 The salvor should advise the Julian Parker introduces a new NI book on
company/master and the coastal state leadership, sponsored by the UK Maritime
authorities as soon as possible of their Forum.
salvage plan, and the personnel and Leadership Throughout is published this
equipment that will be utilised to carry out month, price £14.00 members; £20.00
the salvage operations. non-members.
7.6 The salvor should nominate a focal
point to provide 24-hour contact with the
eadership, like development, is one
L
master, company and coastal state
authorities. of those terms that is dependent
7.7 The coastal state exercising authority for its meaning on circumstances.
should allow the salvor access to the Leadership has no opposite. We do
vessel. not have a word called unleadership; we
7.8 The salvor should ensure that the have endowed the concept with only positive
salvage plan and actions represent the value. This can be confusing if a leader
best environmental option for the company takes us over a cliff or more probably
and the coastal state(s) concerned. chooses the wrong market for the
obsolete practices. We lament: how could it
7.9 In the event that the casualty needs to company’s product – how can this be
come to this? – but nobody hears our
be taken to a place of refuge in order to resolved?
prayers and we wonder what went wrong.
carry out necessary salvage operations, How many leaders do we need? This is
So we start to realise that other forces are
such as diving, patching, transfer of cargo another awkward question. If everybody is
marauding in the corridors of power, in
etc, the salvor should comply with Section aspiring to take the initiative, push above
common rooms and behind the scenes.
2 of the IMO Guidelines on places of their weight and generally set their
refuge for ships in need of assistance, as Jealousy, greed, fear and envy release
direction for the organisation, there may
should the master/company and seek powerful pheromones to mark their murky
be more confusion than before.
similar compliance by the coastal state(s) territory in which hide the damned
In spite of the independent status it
as under section 3 of the same Guidelines. guardians of protection, extortion and
confers on an individual, a leader can only
corruption. Could these sinister
lead to where sustainable development is
characteristics have been handed down
possible. Napoleon, for example, paid for
from our ancestors too? It is hard to know
his empire by conquering and
appropriating foreign lands. Parliament, where else they could have come from.
on the other hand, paid Nelson to beat But being protective is very much part
Napoleon’s navy through taxation. When of survival. Groups defend themselves
Nominate now the smoke had settled, after the battle of against predators; society enacts
Trafalgar, the outcome created a new commandments which are upheld by the
The Nautical Institute rule of law; and there are strong emotional
and order that led in turn to new opportunities
which other leaders were able to exploit. responses whenever people are
Lloyd’s List threatened. So where does this leave our
History passes its own judgement, but one
Shipmaster of can see the natural desire to make the leader, out in front or corralling the
caravan against hostile forces?
the Year most of opportunity as one of the key
driving forces in the human soul. Should
Award 2007 we be surprised if this quality has a Expansive/defensive?
generic component? I do not think so. Sometimes those in authority have to be
Form available for download on the To work to our full potential and enjoy expansive, at other times they have to be
Institute website www.nautinst.org the fruits of our labour would therefore defensive, but the quality that enables
or apply to sec@nautinst.org appear to be an inalienable right of all them to decide which action is most
individuals and yet we know that appropriate is the same: it is the ability to
Deadline Friday 18 January 2008 organisations become bogged down with see ahead and evaluate the consequences.
bureaucracy, political in-fighting and But that is not the end of the matter. A
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With arrival scheduled at the next port for the following 3. By opting to arrive at and sail from a large port with the
day, the crew managed only to cut open the main gas line to ship’s fixed fire extinguishing system in a dangerously
the machinery space. The ship arrived and worked cargo in disabled condition, the company and the master knowingly
the port for more than a day before continuing her voyage, but violated international and national regulations, and
the master failed to inform the authorities or class of the endangered lives, property and the environment.
existing hazardous situation. 4. It is the responsibility of the company or the master to
After two days, with the ship in high seas, the temporary report to the flag state without delay when such a serious
piping was connected below the directional valve to the incident has occurred.
machinery space and led to the open deck, but without any 5. Shore assistance should be sought without hesitation in
securing arrangement. the case of serious incidents.
On the morning of the incident, the master, chief engineer, 6. The vessel’s entire command staff should not be in a
Seaways December 2007
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MARS 200780
Servicing of fixed gas
fire-extinguishing systems
During the servicing of the fixed CO2 installation on board,
carried out every two years, the accredited contractor carried
out visual inspection of each cylinder, fittings and securing
arrangements, liquid level gauging, test weighing, calculation
of contents and comparison with original readings. However
they overlooked the checking of the pilot cylinders.
Corrective action was taken by specifically including pilot
cylinders in the company’s planned maintenance system
(PMS) checklists.
Fortunately, the crew remembered the basic safety rule for The need for proactive approach to recognition, evaluation
confined space incidents and resisted the urge to rush into the and control of confined space hazards – even in apparently
chain locker to rescue their colleague. The vessel’s emergency innocuous confined spaces - is once again highlighted by this
team was able to quickly assemble and effect a successful incident.
rescue. The seaman made a full recovery. ■ Editor’s note: In addition to procedures given by the
This accident is a classic example of failing to recognise company’s SMS, Appendix 7 of the BC Code, Chapter 10 of
and evaluate hazards and to incorporate proper controls. ILO’s Accident Prevention on Board Ship at Sea and in Port
Good judgment is gained from experience. Unfortunately and Chapter 17 of the UK MCA’s Code of Safe Working
experience usually comes from bad judgment. We can agree Practices for Merchant Seamen offer detailed guidelines
that avoiding bad experiences is in the interest of everyone. for safe entry into enclosed spaces.
The first step in this process is recognising hazards. That
means identifying confined spaces on your vessel. These are
spaces that are not intended for continuous occupancy; have
Feedback
limited entry and exit; inadequate ventilation and a hazardous MARS 200706
product, process or reaction occurring inside.
Close quarter situation
A chain locker is not intended to be occupied: it has limited
access, it is not ventilated and the oxidation of the bulkheads The sailing vessel did not meet the definitions of a vessel ‘not
and anchor chain are consuming oxygen. Any organic under command’ as any inability to manoeuvre was not
material deposited in the chain locker will decay and thus through exceptional circumstance and as the event proved,
consume oxygen as well as displace oxygen with toxic gases the vessel was able to manoeuvre as required by the rules by
such as hydrogen sulphide, carbon monoxide, and methane. starting the engine. Just because a vessel’s engine is shut
These toxic gases are also flammable. down does not bestow the status of NUC. However, if the
engine had broken down that would be another matter.
Recognising a confined space and its hazards tells us what
we need to test for – oxygen, flammable and toxic gases. All Similarly, the vessel couldn't be considered to be restricted
confined spaces must be tested before anyone is permitted to in ability to manoeuvre as the nature of the vessel’s work did
enter – every time. If the oxygen concentration is 20.8 per cent not restrict the vessel from manoeuvring. In this case, the
by volume, flammable vapours/gas is 0 per cent of lower distinction between the vessel’s work and the work of the crew
explosive limit (LEL) and toxic gases are below permissible is important. A drill falls into the category of the work of the
concentrations then entry may be allowed, but only if these crew not of the vessel.
conditions are continually monitored and ascertained to be It was the decision of the master to shut down the means of
unchanged. propulsion and conduct a drill. Therefore the vessel is still
Even if any one of these parameters is not met, the space obliged to comply with the rules as for any other vessel that is
must be ventilated until a safe condition is achieved. Oxygen underway.
deficiency in confined spaces is the most common hazard, but The vessel complied with the rules by maintaining a proper
it is also the easiest to fix. Mechanical ventilation can quickly look out (Rule 6), assessing the risk of collision (Rule 7), and
remedy an unsafe space like a chain locker. taking action as the stand on vessel (Rule 17).
Det Norske Veritas, The Marine Society and Sea Cadets, Britannia P&I Club,
w
w
Feature
prescient person may divine the future but imagine how to behave. Leadership is a collaborative venture:
be too weak to respond; a fantasist may Quite apart from the transition within the CEO leads the company through his
see so many possibilities that he never an organisation, the brain has to start vision, his example and his senior
makes up his mind; and the visionary may solving different kinds of problems. The managers. The senior managers lead their
remain so powerfully focused on just one research in the 1960s by Edward de Bono staff while at the same time following the
task that she becomes inflexible. the psychologist and pioneer of ‘lateral leadership of the CEO and so on
Somewhere in between we have to find our thinking’, discovered that the brain is a throughout the organisation. Leadership
true leader. self-organising system which routinely alignment thus ensures that leaders at all
It will be evident by now that a true interprets inputs into patterns and that, levels use their individual leadership
leader has to have courage and backbone. for most of us, it is not inherently designed responsibility in the best interests of the
The former is rooted in belief in oneself to be creative. If we expect leaders to see collective group, avoiding the mayhem that
and the purpose of the venture. The latter the position today and envisage a different occurs when alignment is absent.
provides stability and a perspective from scenario tomorrow, how are they going to Just appointing a leader is not really a
which to assess consequences: but if do it without becoming creative? total solution to a management problem, of
leaders are too pliable then their role Fortunately a number of researchers, course. The real effectiveness comes from
becomes superfluous and nobody takes practitioners and academics have provided the followers who support the purpose and
any notice. some meaningful clues to help us find an contribute to the aim. Without them there
Almost by definition a leader is expected answer. They suggest that the brain can be is no team to coordinate.
to lead, but is that something we can all do? trained so that we can all be creative, if we
Of course it is. In our own way and in our try and practise hard enough. Whereas it Leadership throughout
own time we become leaders in different may be hard for some of us to be creative, The question now must be how to develop
situations. The mother who heroically it need not be impossible. effective leadership. The thoughts in this
steers her family from poverty, the car It is human to be trapped in the manner article represent just a snapshot of a
mechanic, organising a charity event for the of our upbringing and in the behaviour we complex and fascinating subject. They
Rotarians, the teacher who takes the have learnt. It is empowering, liberating, have been prompted by a new book
children on a field trip, or the cadet who stimulating and joyful to realise that the published this month by the Institute,
brings his lifeboat full of survivors to a safe trap is an illusion and that we are not Leadership Throughout by Richard
haven – all exhibit what it takes. destined to be confined within the limits of Jeffery. This book is rightly focused on
What is more difficult is to see the way our current apprehensions if we choose leadership throughout and not at leaders
forward in an organisational context. So not to be. at the top. All members of a group have an
much of education and training is directed So, back to our original question. How obligation to support their leaders. At the
to proficiency and the ability to perform many leaders do we need? In any group same time, leaders at all levels have a
well in a chosen discipline, but when the the answer is one. However, this is similar obligation to inspire and develop
time comes for a worker to be promoted to relative. The company has a CEO: he is the their followers. This shared responsibility
section head or a practitioner to a leader, whereas the crew has a Chief Petty can be uplifting for leaders and followers
manager, their background does not Officer: he is also the leader. The leader alike – one is no more important than the
necessarily prepare them for the role appears at all levels of the organisation. As other. Think of an orchestra and its
ahead. They may well be afraid of such a in the case of the CPO, most leaders are conductor. Are musicians any less for not
commitment and seek to avoid the added also followers and in this statement lays being on the podium? A good concert is
responsibility. It is difficult for them to the true essence of leadership. shared by all players and the audience.
The combined output of energy and
emotion is higher than might be expected.
True synergy has been achieved, not
because of the conductor but because the
leaders and followers were aligned and
complementary in their efforts.
Becoming a leader is very much a
question of wanting to be responsible, but
learning how to lead effectively is not
always easy. Most people start by
emulating people they respect. Even so
there remains that nagging uncertainty
that directions may not be taken seriously.
However the person who can quietly
take you aside and show you the way does
not have to be there. It is possible to read
the wisdom of Richard Jeffery in his
convincing and accessible style. Not only
that, his book Leadership Throughout
will create a deep impression and those
steps which at the outset may have looked
so steep and forbidding will become
accessible and inviting.
Seaways December 2007
21
p22-23 Studying on board 21/11/07 18:10 Page 1
Studying on board
The future of distance learning
Captain Len Holder their own ‘common’ sea sense was learnt among professions with graduate status,
through many years of hard work. The such as naval architects, chartered
MPhil, FNI straight-to-sea method suits youngsters engineers, economists and lawyers. To be
Chairman, Videotel who prefer action to book learning and find listened to, you need to talk to people in
Marine International school work boring, seeing it as largely their own professional language at their
irrelevant to the rest of their lives. professional level. The excellent rapport
A major shortcoming of this approach is these days between The Nautical Institute,
Members of The Nautical Institute have a that it discourages many young people who the Institute of Marine Engineering
very wide range of skills and experience. have the ability to rise to higher academic Science and Technology (IMarEST), and
Recruitment and training of the next levels (BSc and MSc). This came to light the Royal Institution of Naval Architects
generation should aim for similar quality many years ago in Norway when the (RINA) shows that things are better now. (I
and diversity. For most companies, the Storting (parliament) decreed that all still think that all naval architects should
aim will be to provide good junior and nautical college lecturers should have a do a few sea voyages before they design
senior officers at sea, but some officers degree level qualification – but there were ships, but that is another subject.)
will be selected or self-selected to rise no degree level seafarers to teach the
into the ranks of senior company teachers. The Norwegian Institute of Ships and books
management or fill the roles of harbour Technology (NTH), Trondheim, was chosen In more recent years, many countries
masters, port managers, maritime to put on a one-year course for nautical (among them Germany, the USA, Japan,
lawyers, surveyors, administrators and lecturers and I was asked to put together a China, Korea, Pakistan, France and
college lecturers, where sea experience team from the UK to teach nautical Portugal) provide degree level courses for
is an important part of the preparation subjects in the early years (the UK had aspiring seafarers where they spend one,
for their new roles. For all nautical been offering degree courses since the two or even up to five years studying
professionals, career development will mid-1960s at Cardiff, Liverpool, Plymouth theory before embarking on sea careers. In
require a mixture of nautical education etc). The course was centred around NTH- some ways this is a natural progression
and practical training. Sinteff, the Norwegian Ship Research from general education in school, and the
Institute’s naval architecture centre. young people certainly reach higher
One thing I learnt from this experience academic levels than they would if they
ost jobs and professions
Feature
their minds to continue learning through between the teaching of theory and delivered and supported by CD-RoMs,
life. It can be very frustrating for the young practice. A short pre-sea course was DVDs, computers, the internet, mail and
person who is keen to spread his or her followed by seatime to learn basic email.
wings and travel the world. seamanship, followed by more learning in To be effective, distance learning
By the 1970s, Kobe and Tokyo college, back to sea to understudy the courses need to be prepared to a very high
Universities of the Mercantile Marine in officers for the next step on the ladder, and standard. The tutor must think through the
Japan and the Hochschule für Nautik in so on through to qualification as a master questions a student might ask in the
Bremen had a long history of offering mariner. By and large it worked well, but it classroom and build the answers into the
excellent degree level courses. In Japan, had to fight parents, headmasters and course. The course must:
many of the graduates wanted to go careers staff to get young people to sea at 1. Have clear learning objectives –
straight into jobs in the shoreside of ship a young age. It did not fit the pattern of constructing the course modules around
management, and in Germany they found most other professions; it was not widely precise and detailed information;
that the students had so much knowledge supported by the government; a lot of the 2. Be in convenient, ‘bite size’ modules so
that they became very apprehensive when expense fell upon the employers or the seafarers can study at times when it suits
it came to doing simple practical tasks on students themselves; and it was wasteful them and their work schedules;
their first voyage to sea. in terms of time and travel. Most people 3. Be cost-effective (even if they appear to
Academic courses can be made more who completed it were satisfied that they be expensive, they may work out cheaper if
interesting by the inclusion of a lot of were masters of their craft. compared with the travel and living costs
practical projects including boatwork and More recently, the UK tried to ‘massage’ of study ashore);
simulator exercises – even short sea its training programmes into national 4. Be interactive and visually stimulating
voyages. Captain George Singleton, who diploma and higher diploma courses, through the inclusion of video, narration,
taught hydrographic surveying on the BSc business and technology education council text, graphics and animation;
course at Liverpool Polytechnic, each year formats, national vocational qualification 5. Maintain interest through student
took away a group of individual students to systems and more recently foundation participation in case studies, portfolio
survey a muddy estuary or harbour degree schemes. The rationale for each work, role-playing, problem solving and
entrance and a week later brought back an change was to get government money, to assessment questioning;
integrated team who enjoyed working give the students a qualification that had 6. Be consistent – through the auditing (by
together. They also had a far better grasp parity with other professions and was flag states) and thoroughness of course
of charting and the value of charts. respected by seafarers, their families and administration services; and
To complement classroom studies, others outside the industry. Never did we 7. Be supported by a dedicated course
Japan has used (and still uses) training sit down with a blank sheet of paper and tutor, available to give advice.
ships as part of their regime based on the consider how best to prepare people to Quality for distance learning courses
maritime universities (Tokyo, Kobe). reach their highest attainable level as can be assured by using Open University-
Captain Sano, master of one of their sail nautical professionals. style steering groups, made up of
training vessels, told me his colleagues individuals with different expertise in a
regarded college as a ‘soft’ option and so Distance learning range of maritime fields. Courses can be
they put in place a very rigorous physical Onboard is the place to learn practical delivered either by CD-RoM, as part of a
and practical training regime on board to seamanship. The classroom, logically, is library rental scheme, or incorporated
instil discipline. The facilities on the the place to learn theory. Learning theory within dedicated mini-computers, which
modern Seiko Maru are excellent and the at sea is not easy but 50 years ago it was allow access to hundreds of supporting
cadets are a credit to the Japanese almost impossible. Cadets were expected safety and technical packages. With the
Merchant Marine. to sit in their cabins and struggle with latest advances of broadband access to
The US and Argentina have also been badly written correspondence courses shipping, web-deliverable courses are
keen on training ships, often based on supported by very poor textbooks like already becoming a fact of life. If only
maritime colleges and providing the Nicholl’s Guide, with very little interest there were more spare time on board to
ultimate end-of-course experience for and support from anyone. Tutors ashore complete them.
cadets. Sometimes I was surprised they could not get the answer to queries back to ■ See also Nautelex, p32.
made it across the Atlantic with all the you for about six weeks and the officers
‘rookies’ on board… Many other training onboard normal trading ships were not
ships have their tales to tell. (Visit the web very helpful (training ships with school
MARINE SOFTWARE
site www.rakaia.co.uk for stories of British teachers on board were different).
Marine Software programs for Navigation, AIS,
Radar, Loading, Surveying, Pilotage, Tides &
training ships and some wonderful Satellite communications changed all Electronic Charts. For Windows PC, Psion and
paintings by marine artist Robert Lloyd.) that. Between 1982 and 1985, Liverpool Pocket PC computers. All at affordable prices.
All software supplied with free lifetime
Polytechnic carried out two studies into worldwide support.
Mix and match satellite communications, first with a
NEW! AIS Receivers, Transponders and PC AIS
The UK and most Commonwealth marine version of Teletext, and then with a Ship Tracker for Harbours and Onboard use.
countries used a sandwich course format mailbox system that allowed a seafarer to Mike Harrison MNI
where periods in college and periods at sea put a query into a mail box by 09.00 and Dolphin Maritime Software Ltd
were alternated in a steady progression get the answer by 17.00 the same evening. 626 Alston House
White Cross
through cadet to first watchkeeping That innovation has become part one of LANCASTER LA14XF, ENGLAND.
qualification to first mate to master’s the global satellite services today, which Tel 01524 841946. Fax 01524 841946.
(command) qualification. In theory this facilitate distance learning on board. E-Mail: sales@dolphinmaritime.com
Web Site: www.dolphinmaritime.com
should have given the best balance Distance learning courses are also
Seaways December 2007
23
p24-26 Karachi/India/books 21/11/07 18:12 Page 1
Karachi events
World Maritime Day 2007: celebration and seminar
Feature
training and employment of Pakistani industry, and the general public. Indeed it will reduce, and perhaps, stop the pollution
seafarers whose remittances have a positive is not an exaggeration to say that it is of of the land and sea with human waste
effect on poverty reduction in the country. critical importance due to climate change which is a serious health hazard.
An infusion of energetic and capable and that the knowledge of the harm being 4. Burning of garbage, particularly
professionals was needed, he proposed. done to the environment has increased plastics, should be banned.
The international perspective of this tremendously in recent years. 5. There should be increased investment
year’s theme, ‘IMO’s response to current ■ 2. It is acknowledged by the seminar in local technology to help with recycling of
environmental challenges’, was set out in delegates that the responsibility for the waste.
the reading of the IMO Secretary-General’s environment rests with all people in all 6. The ratification and implementation of
message for World Maritime Day and the countries. IMO Conventions for the protection of the
keynote address from the Institute’s Chief ■ 3. At a local level, the delegates accepted marine environment should be
Executive to the seminar. This called for that a study by the University of Karachi continuously and speedily addressed
the industry to be proud of its environ- shows that the untreated industrial waste through government regulations,
mental improvements of recent years and water is a serious threat to inland and awareness raising, and enforcement.
to publicise them more effectively. coastal ecosystems. 7. Industry practitioners should be fully
Nevertheless, it could not be denied that ■ 4. It was also shown that solid and liquid consulted and involved in the drafting and
more needs to be done and that some waste is a serious danger to the health and implementation of these measures.
elements of the industry still only pay lip safety of the population with resultant ■ The role of seminars and workshops
service to the extensive regulations so detrimental effects on the economy and such as those organised by The Nautical
further cultural change to apply the spirit productivity. Institute’s branches, and particularly this
as well as the letter of the law is required. ■ 5. The marine industry was shown to one in Karachi, should be recognised and
A number of examples were given of have made good progress over the past 30 supported in helping to achieve this.
deliberate avoidance, often driven by cost years in improving its environmental
savings, that undermine the industry’s record but it was agreed that more could
responsible status. These included magic and should be done to ensure that the
pipes fitted bypassing the oily water industry has even less of an environmental
separator. Inadequate or overly expensive impact whilst delivering a safe, efficient
reception facilities ashore remain a and clean transport service.
problem. It is recommended that these needs are
Two papers by Rashid Yahya Usmani addressed in the following ways:
(Karachi Port Trust) and Captain Karamat 1. A sustained educational programme be
Ali (QICT) traced the IMO’s achievements implemented to raise the awareness of all
in tackling safety and environmental people about the environmental issues and
issues and contrasted these positives with solutions. This programme should be
the perceived failure of some other UN delivered in schools, colleges and ▲ Presentation of NI crest to Chief Guest, Rear
agencies to fulfil their remits in terms of universities, industry and the civil service Admiral Agha Danish SI(M), General Manager
global peace, prosperity and parity. so that a culture for protection of the (Operations) Karachi Port Trust.
However, it was a series of papers on local environment develops. Full use must also
environmental problems that attracted the be made of the media.
most attention and focused the delegates 2. Solid waste recycling and safe disposal
on actions that could be taken in the short should be dramatically improved through
and longer term to clean up persistent industrial waste management plans.
pollution in this region, as well as reduce Within this:
its contribution to climate change factors. ● Legislation should be reviewed to
Speakers from the National Institute of ensure it meets present and future
Oceanography, University of Karachi and environmental protection needs.
the Housewives Group DHA used research ● Legislation must be effectively ▲ Chief Guest and members of the Institute at the
effectively to emphasise the serious effects enforced. closing session of the seminar.
pollution from the city is having on the ● Efficient recycling should be part of
coastal environment, its natural resources these plans.
(particularly fish) and the health and 3. Liquid waste management should also
productivity of the population. After some be improved both from domestic and
lively questions and answers which industrial sources. Within this:
resulted in one of the academics being ● Waste from industrial plants should
invited to the Karachi Port Trust to update be treated at source.
his data the seminar concluded with ● If this is not possible, (oily waste
recommendations for presentation to the from ships, for example) there must be
government of Pakistan. adequate reception facilities at ports and
at a reasonable cost.
Conclusions ● There is perceived to be a need for
The conclusions of the seminar were that: investment in water treatment plants and ▲ Dinner guests at the end of the Pakistan Branch
■ 1. The protection of the environment is of infrastructure for domestic water. World Maritime Day seminar on protection of the
increasing importance for governments, ● Comprehensive use of these systems marine environment.
Nautelex
because it is a job, but because it offers a career supporting the Ship Operations Cooperative
David Patraiko FNI
and one in which they can have pride, earn Programme in its research study to identify
Director of Projects respect and find the opportunity to progress to middle and high school maritime institutions and
higher levels both at sea and ashore.’ programmes around the world to document the
■ In a separate report, Claims Director for the successes and failures of various programmes,
UK P&I Club, Christopher Brown, emphasised develop best practices and link industry,
that the rise in shipping industry claims reflected government and local schools for future support.
a growing world fleet, larger ships, strong freight It was further reported that impoverished US
markets creating pressure on owners and inner-cities have been targeted as key
charterers to deliver, challenges in obtaining recruitment grounds where students are
quality crews, sustained commodity prices, desperate for good jobs and alternatives to lives
stormy weather and higher wreck removal and of crime. Reports and presentations from this
Human error costs salvage costs. ‘There were a disproportionate meeting are available on the internet.
Shipowners have been told that the recent surge
number of groundings in the 2006 year following ■ See also Studying on board, pp 22-23.
in human error claims was a significant reason
adverse weather, inappropriate crew response
for next year’s substantial increases in P&I
insurance costs.
or mechanical troubles,’ he said. Unusually, Corporate killings
collisions were not the dominant form of loss In the November issue of Report ISM Dr Phil
Speaking at the India Shipping Summit 2007
and there was no major tanker spill. Salvage Anderson, (former NI President) reported that in
in Mumbai, Savraj Mehta, Director of the North
costs were particularly high. the UK the Corporate Manslaughter and
of England P&I Club, said that all shipowners
worldwide faced significant increases in their Corporate Homicide Act 2007 finally received
P&I premiums in February 2008. This was due to Recruiting US seafarers Royal Assent on 26 July 2007. While the Act will
the unprecedented level of claims on the In October the United States held a hearing of the not come into force until 6 April 2008,
International Group of P&I clubs, a significant House Subcommittee on Coast Guard and shipowners, chief executives and other senior
proportion of which were due to simple errors by Marine Transportation on ‘Mariner education managers of ship operating companies should
overworked and under-trained officers, crews and work force’, during which the US Maritime waste no time in considering the potential
and shore staff. Administrator, Sean Connaughton reported that exposure of their companies.
‘The unprecedented length of the current the Maritime Administration has created the ‘Contrary to earlier expectations, it is now
freight-market boom, the rapid growth of the Office of Maritime Workforce Development. clear that the shipowner or chief executive will
world fleet and insufficient investment in the This office is responsible for the management not personally serve prison sentences if the ship
recruitment and retaining of high quality, and development of policy and plans for the operating company is found guilty of corporate
professional seafarers means there are simply recruitment, training and retention of maritime manslaughter. However, should an incident
not enough good people out there running the workers both ashore and afloat. As well as occur, the activities of the high ranking officials
ships themselves or providing the necessary working with the Department of Labour on in a ship operating company, as well as the ISM
support and experience from shore,’ he said. programmes to alleviate the current shortage of designated persons and the management
According to Mehta, the record P&I claims shipyard workers, the office is developing generally, will fall under the microscope of close
facing the shipping industry have much to do secondary school programmes to introduce investigation,’ said Phil Anderson. ‘It is likely to
with the lack of experience now often seen on young Americans to the opportunities presented be the management activities, particularly the
today’s ships. ‘Relatively minor incidents are by a career in the maritime industry, both management of health and safety activities,
developing into unnecessarily major claims nationally and internationally. which will determine whether the company is or
because basic procedures are not being The US maritime administration has also is not found guilty of corporate manslaughter.
followed or simple common sense is not being been involved for many years in supporting the That in turn will depend upon how well the safety
applied,’ he said. ‘Seafarer education is now so interests and training of young men and women management system (SMS) of the ISM Code
focused on running ships in accordance with who desire to go to sea as a career after high has been developed, implemented and is
procedures that when an incident occurs for school. A number of new programmes and working in practice.’
which there are no procedures, crews do not training institutions have developed around the ■ A full update on the Act will be published next
always have the training, initiative or experience country to train and assist younger students in month. Report ISM is a free publication available
to think independently.’ pursuing maritime careers. The agency is from www.consultism.co.uk
Mehta added that North of England’s recent
claims’ experience also suggested the shortage
of seafarers is having a detrimental knock-on Accident Investigation,
effect on the availability, experience and
competence of pilots, vessel superintendents
Risk-Based Decision Making & Safety Culture
and other shore staff vital to ship operations. He ~ A Safety Seminar for Marine Professionals ~
concluded, ‘Indian shipowners need to play their Metropark Hotel, Hong Kong, April 28, 29 & 30, 2008
part in creating an industry environment which For a complete seminar outline, venue description and
encourages people to go to sea not simply costs, please inquire to seminars@safeship.ca
letters
more have been a recurring element of our while in port with wind force 7 or more.
Traditional and daily practice. The high freeboard and Unfortunately, under these conditions there
e-Navigation highly stacked deck cargo present a very are often not enough tugboats available.
large cross-section to the wind. The Captain Chris Lefevere MNI, Pilot,
The November 2007 issue of Seaways
adverse effect of this on the navigation and Kruibeke, Belgium
brought together a number of key issues.
in particular on the manoeuvring of these
Captain Huinink, in his excellent Captain’s
Column, considered that his ‘inborn
ships is known to masters and pilots. Marine pollution
However, as a pilot I have witnessed on
outlook system’ was superior to radar in It is always enlightening and enriching to
several occasions that VLCVs experience
certain conditions while Captain Lopez be able to obtain and read Seaways.
great difficulties remaining alongside in the
(Tasman Pioneer report) showed that the If marine pollution is to be reduced it is
container terminal in wind force 7 and
combination of both radar and master necessary to develop shore reception
higher. Notwithstanding up to nine mooring
operating below par can have catastrophic facilties. These facilities, in all major ports,
lines at bow and stern, the ships need
results. Captain Hawkins (letters), and the must not only be on paper but must provide
assistance from bow thrusters and one or
authors of Managing Collision Avoidance, a real service in removing oily water from
more tugboats remaining alongside. Several
stressed the importance of retaining the ships. Relentless effort must be made by
shipmasters have confirmed to me that this
fundamental navigation techniques at a all stakeholders.
happens frequently.
time when ‘professional competence at sea One method of reducing the quantity of
Apart from the extra operational costs,
and onshore may be expected to decrease’ sludge is to evaporate the water component
inadequate mooring causes problems during
(IHMA article page 5). by opening steam to the incinerator waste
loading and discharging, danger for people
The vision for e-Navigation saw that safe on the accommodation ladder and ultimately oil tank. About two cubics of water can be
navigation could be enhanced through the a high risk of mooring lines breaking and eliminated per day in this way. The
integration of the best in human and the ship drifting off. remaining sludge can be burnt at 90˚C.
machine capabilities. I understand that the Looking into the matter I noticed : Precautions should be taken to see that
IALA e-Navigation Group is examining ways ● None of the ships were using ‘automatic salt water does not find its way into the
in which this can best be achieved through, tension’ winches at the time; incinerator sludge tank, otherwise sludge
inter-alia, the use of head-up displays on ● The very high ship’s side results in burning will be difficult.
bridge windows and voice warning steep mooring lines; David Patraiko is right when he says that
messages. This should give the OOW every ● VLCS only have mooring arrangements we must invest in the future by training and
opportunity to spend the majority of his or at bow and stern, just like much smaller by providing at least one deck and one engine
her time maintaining a proper lookout, ships; cadet per ship. This must also be enforced.
using e-Navigation integrated binoculars ● On container terminals, the bollards are Professor Mahendra Singh,
when necessary and taking e-Navigation placed very closely to the edge of the quay Department of Marine Sciences, Tolani
integrated visual bearings of other vessels to allow free passage of container cranes. Maritime Institute, India
and dangers. When the size of tankers increased and
I very much hope that the students the first VLCCs were introduced, this went
undergoing ‘Navmaster’ training who are
Wave power
hand in hand with the rethinking of mooring
staring intently into their monitors equipment, towing arrangements and the The Guardian newspaper of 1 October
(advertisement page 25) also have the size and type of anchors. 2007 included an article on a new
essential requirement to use their ‘inborn Considering that wind force 7 is not experimental wave power scheme to be
outlook system’ drummed into them. If so really an ‘exceptional’ circumstance, I think installed off the coast of Portugal. In an
they will enjoy a ‘satisfying and rewarding that we should give this problem proper aside, it was noted that surfers were
career’ at sea (Captain Buckens’ article) as follow up. With feedback from pilots and watching closely to see if the quality of
well as a safe one. masters, I think shipowners should enquire their surf would be adversely affected.
S H G Bennett OBE, MNI, Operations if their VLCSs have adequate mooring A few weeks ago another wave power
and Development Manager, Arabian systems and, if necessary, improve them. scheme was noted, again with a mention of
Maritime and Navigation Aids Services LLC, Naval architects and shipyards should surfers.
Oman take this up during ship design. Here is a Several years ago there was a great deal
challenge, not just for equipment providers of interest in Professor Salter’s ‘nodding
Mooring for very large but also for ports. Ports should ensure that ducks’ for generating electricity from waves.
terminals are equipped with well positioned At the time the Guardian reported that this
container vessels bollards or alternatives. had been assessed by the Atomic Energy
For a couple of years now, very large Meanwhile we will have to make do with Agency and judged to be uneconomical,
container ships with a length of 300m and additional and prolonged tugboat assistance commenting that this agency was not
Seaways December 2007
29
p29-30 Letters Dec 07 22/11/07 10:02 Page 2
Letters
entirely impartial and suggesting that the four months, one particularly attracted my which, fortunately, were of a very serious
capital cost for building the main floating attention – ‘Hang the master?’. nature; however – and I still find this quite
platforms had been grossly exaggerated. Although the anxiety of the author is well extraordinary – in each and every case,
Interest waned and it was noted that the founded and the tendency to diminish the although I was the ‘man on the spot’, I was
centre of effort and research was moving to role of the master in some commercial not asked by any of the shore personnel for
Scandinavia. aspects of ship management has a my opinion on the incident.
I distinctly remember seeing an aerial longstanding history, neither his proposals This attitude eventually led me to
view of the experimental ‘nodding duck’ nor his conclusions are easy for me, at any realise that the master was viewed only as
array and I was struck by the extensive lee rate, to adopt. a person who was there to take the blame
created, indicating that a significant amount There are a lot of shipping companies for everything which occurred on and
of power was being extracted from the and some of them manage their business in pertaining to the vessel. The office staff,
waves however much was being changed to exactly the way described. This rule of although nowhere near any incident,
usable electricity. ‘paper safety’, as I call it, when numerous decided themselves what had happened,
There have been articles in the press checklists and procedures remain in paper making sure they did not carry any of the
expressing concern about sea defences, with records only, undermines the idea of the responsibility.
sea levels expected to rise and weather ISM Code. But I would never agree that the This is quite wrong. The master is an
patterns forecast to become more extreme. master has only two choices before him important member of the company and
Traditional sea defences depend upon when he is unfortunate enough to be should be involved as fully as possible in
massive fixed barriers to protect valuable employed by such a shipowner – either to its running. Masters should be allowed to
land and property, and will require constant limit his duties to that of ‘communication criticise and make recommendations
expensive care and maintenance, or the officer’ level or to be sacked and blacklisted. without being penalised, (the latter which I
abandonment of some coastal areas. Nobody, at least not yet, but the master found usually to be the case). ‘You just do
It struck me that sea defence and power himself can limit the captain’s duties to what you are told and never question
generation could be combined. Rather than communication level. That is not even a company policy’, seemed to be the attitude.
massive static sea defences against more matter of bad or good management within An incident in August this year involved
violent weather, what would be the effect of the shipping industry; it is a matter of the a vessel cruising in the Spitzbergen area
offshore-based wave-power generation which was unfortunate enough to be the
master’s self-respect and understanding of
arrays extracting their measure of energy victim of a collapsing ice face. The
his position, rights and duties as a legal
from waves before they hit the coast? Could managers of the vessel more or less
body. Ships’ staff cannot blame those in the
any of the systems so far proposed immediately decided to blame the master,
office for their efforts to run their vessels in
ameliorate the power of ocean waves, to the accusing him of negligence without waiting
the most cost-effective way. But when cost-
extent that less formidable sea defences for the result of an ongoing investigation.
effectivness comes into conflict with safety
need to be provided? Surfers appear to think In their eyes he was the culprit. Was he
standards, the latter must take precedence.
they will have an effect which they can prompted by the office to give the
The master cannot risk human life, vessel
detect. passengers as interesting an experience as
and cargo just because someone in the office
It would seem to be a more subtle way of possible, thereby being encouraged to sail
thinks that attendance in some particular
close to the ice?
dealing with elemental forces, and at the port is too costly. One has to look in the
Captain K B Singer, FNI, Dundee,
same time put a monetary value on the sea company’s safety manuals for procedures
Scotland
defence aspects of the wave power under ISM to see how to deal with such
generator hardware in addition to their situations. But the master must have a clear
value as power generators. This may understanding of the problem and probable Shark repellant
improve the economics of the whole scheme. consequences of malfunction to assess the The safety of seafarers can be enhanced
Furthermore, if large arrays of offshore risk and make a decision. Such decision- after abandon ship. A seaman is subjected
generators can create a significant lee the making is a core part of the master’s to the greatest dangers and perils of sea,
idea of relatively calm inshore traffic zones responsibilities. one of which includes the danger of a
comes to mind. If, however, the situation is such that shark getting them. So, to improve their
It would seem that any such scheme there is really no understanding and care safety a shark repellent dye marker,
would require large investment in research, for the vessel and crew on the part of available in the market, could be added to
construction and continuing maintenance company management, there are many immersion suits or life-jackets. This way
and vigilance. An opportunity for home- others who are only too eager nowadays to their chances of surviving will be
based shipbuilders and seafarers, should recruit a good tanker master and I do not increased.
there be any left. see how any blacklisting can be applied in I hope this suggestion is duly
Perhaps too bold. Maybe we should leave this case. considered and circulated to the
the wave power for the surfers. Captain Igor Sterzhantov LLM, MNI, appropriate authorities.
Captain A Ian Hale FNI, Carnforth, Novorossiysk, Russia Yogesh Thakkar, at sea
Lancs, UK
NI Log
Napoli team was explained. The interaction electronic chart coverage of the globe at which
between SOSREP and other government and stage it is anticipated that ECDIS will become
non-government agencies was also of interest. mandatory for Solas compliant ships.
The benefits to all stakeholders of having one David shared his views on the need for
person in overall charge in this operation, and in training some 250,000 ships’ officers to develop
future operations were clearly illustrated. the skills necessary to competently operate
The MSC Napoli is dwarfed by the latest ECDIS. It is expected that training will consist
generation of container vessels and should of a five days’ mandatory course with an
disaster befall larger vessels in the future then additional one to two days’ manufacturer’s
salvage and reception facilities ashore could be bespoke course. The potential role of computer -
severely stretched. Pending the publication of based training was discussed. It is expected that ▲ Captain Andrew Welch (Branch Chairman) with
the MAIB report, expected in March 2008, the investing in dual ECDIS will have a lifetime cost David Edmonds (MD PC Maritime)
speaker withheld speculation as to the reason/s in the order of $US75,000 per ship. This will
for the structural failure of the vessel. include equipment purchase, training and
Matthew Winter FNI
maintenance. While not cheap, a cost and safety
benefit analysis by DnV concluded that ECDIS, if
properly used, will reduce the risk of grounding
by 36 per cent. In addition ships’ officers’ time
South West will be freed to concentrate on collision risk
ECDIS and elements of safety reduction.
David Edmonds FRIN, CNI, Managing Director It was stated that among the advantages of
of PC Maritime, a Plymouth-based company, ECDIS were simplified route planning, improved
positional awareness, automatic danger alerts, ▲ Members and guests at the meeting.
spoke to a meeting which, for the first time in
many years, met at the University of Plymouth. and the reduction of workload and stress. David questions, covering areas such as the
The subject was ECDIS (Electronic Chart Data went on to provide a real-time demonstration of multiplicity of software icons, the role of the
Information System) which while a mature the practical operation of ECDIS. He also voyage replay function in event of accident,
technology (IMO agreed standards in 1997), is commented on its use on board ships which are alarm management and the use of different
not yet a mandatory requirement to be carried by already equipped with his company’s products. preferred settings by more than one user.
ships. By 2010 there is expected to be 85% The talk provoked many associated Paul G Wright FNI
2008-2009
DISTANCE LEARNING
Core Modules Specialist Modules
1 Management of Ships into the 21st Century 7 Maritime Law and Marine Insurance A Chartering and Ship Broking
2 Achieving Effective Communication and 8 Port State Control B Technical Management of Vessel and Fleet
Negotiation Skills 9 International Ship and Port Facility Security
3 Customer Focus and Strategic Analysis Code C Operational Management
4 Quality Systems and Environmental Issues 10 Case Study: Managing a Ship Management D Health and Safety
5 Finance, Accounting, Budgeting and Company
Business Planning
6 Manning and Training
Enquiries call Elizabeth Duff: +44 (0)20 7017 4416 • email: beth.duff@informa.com
www.lloydsmaritimeacademy.com/sm Quoting VIP LM1983AdSW
COURSE DIRECTOR:
Captain Rodger MacDonald, MSc
Supported and Continuing Professional Development Official Secretary General of the International
Approved by The Diploma in Ship Management is recognised by the Institute of Marine Charity Federation of Shipmasters' Associations, UK
Engineering, Science and Technology (IMarEST) as contributing to the
Continuing Professional Development (CPD) needs of its members.
Lloyd's and the Lloyd's Crest are the registered trademarks of the Society
incorporated by the Lloyd's Act 1871 by the name of Lloyd's
People
‘Not many mariners get to be Vice-Chancellor Safety, with the Government of Western Nisbet B D Captain (UK/Shetland Is)
of a maritime university,’ writes Captain Australia. Sunil can be reached at *Rahman MD S Captain/Deputy General
‘Krish’ Sivaraman Krishnamurthi, Member svperera@yahoo.com.au Manager (Bangladesh)
and a Vice-President of the Institute, ‘Chennai Captain David Nutman, Fellow and Hon Ramsay C A W Captain/Safety & Security
has produced one such star and all of us are Sec, Mersey Mission to Seafarers tells us that Mngr (Finland)
justifiably thrilled and inspired.’ The mariner in work has begun on a major refurbishment of Soman V M Captain/Marine Superintendent
question is Captain S Bhardwaj, Member, Colonsay House, Liverpool. The event marks (Hong Kong)
until recently Chairman of the India South the ‘coming together’ of the Mersey Mission to *Steele P M Captain/Marine Superintendent
Branch, former CEO and Director of the Seafarers and the Apostleship of the Sea (UK/London)
Academy of Maritime Education and Training (Liverpool) who will be sharing all the facilities Ulfe C A Captain/Pilot, Agency Manager (Peru)
and now Vice-Chancellor of the AMET of the new Liverpool Seafarers Centre when it Walsh S Lt Cdr/Naval Officer (Ireland NS)
University. Many congratulations to him. re-opens in 2008. The project, seven years in *Weinstock D M Captain/Associate Professor
Captain Iain Steverson, Fellow and the making, is being funded by a substantial (US Pacific (C))
Queensland Branch Secretary, speaks for the
grant from the International Transport Workers’
Institute too when he says how proud the
Federation (ITF) as well as both charities who, Associate Member to
Branch is of Professor Edgar Gold, Fellow,
who has been awarded an honorary Doctor of
although working together and sharing all the Member
facilities, will each retain their own identity. Richardson C Pilot (AUS/QLD)
Science (DSc) in Maritime Affairs. This is in
By the way, if you would like to buy
recognition of ‘outstanding contributions to
maritime law and the World Maritime
A Lantern on the Stern, reviewed on p26 and Associate Members
whose profits will go to the Mersey Mission Cranor D 1st Officer (Italy/Iberia)
University’ by the World Maritime University at
write to: Canon Bob Evans, 1, Floral Wood, Elliott B Faculty (US Pacific (C))
its graduation ceremony on 7 October 2007. ‘It
Riverside Gardens, Liverpool, L17 7HR. Haque MD S Chief Officer (Bangladesh)
is a singular honour and I am very pleased to
be so recognised,’ Edgar says. Meanwhile Apologies to Captain Henk Huinink, Milham II W W Captain/Master (US Gulf
Queensland Branch Committee members Member and author of last month’s Captain’s (Houston))
Arthur Diack and Ernest Van Buurens, Column, whose last name was mangled and Nash Taiwo N J Ms/2nd Officer (AUS/NSW)
Members, have been installed as the Federal appeared as ‘Hainink’. O’Donoghue N Lt/Nav. Officer (Ireland NS)
Master and Deputy Federal Master of the New members Power C Lt Cdr/2nd in Command (Ireland NS)
Australian Company of Master Mariners. Tasseda El H 1st Officer/MSc Student
The Membership Committee has nominated
Congratulations, too, to Captain Andrew (Japan/Algeria)
the following for election by Council:
Welch, Fellow. The Mountbatten Maritime *Signifies members who have rejoined
Literary Prize was awarded to him in London last Companion
month for his superbly researched book The Karpenko I Shipbuilding Engineer (Ukraine)
Royal Navy in the Cod Wars which, as his
Members
*Ahad Z Captain/Principal (Bangladesh)
citation read, ‘explains the key interaction
between the Royal Navy and all aspects of the Bajaj R Captain/Master (India (N)) Student to Companion
Bogus S P Captain/Master (GER/Bremen) Burmester C Ms/Security Officer
UK’s maritime community which are too often
Borhan M Captain/Master (Bangladesh) (GER/Hamburg)
forgotten. No events have illustrated these key
connections more clearly than the conflict with Chakravorty S Captain/Nautical Faculty (India
Iceland’. Receiving the engraved silver Armada (N)) Students
Plate, Andrew Welch said: ‘I am very honoured Frowd W Captain/Master (CAN/BC) Douglass H Miss/Cadet (UK/SW England)
to be awarded this prize for a book which, I Garcia-Bernal R R Captain/Maritime Zimny Z Miss/Cadet (UK/SW England)
hope, shines some light on the lessons that can Consultant (Chile)
be learnt from a tough, but gentlemanly, series Haque M M Captain/Master (Bangladesh)
of minor wars (from the 1950s to the 1970s) Kurjanovics V Captain/Master (Latvia)
fought in the unforgiving waters around Iceland.’ Lee W B Captain/Master (Philippines)
Good to have news from Sunil Perera, Lee W Captain/Manager (Taiwan)
Fellow. Sunil is now Coodinator Navigational MacDonald C R Pilot (CAN/Maritime Prov)
index 2007
Enhanced Loran, Jul 12
environmental enforcement, Oct 7, 10
environmental safety, Oct 25
evidence, crew, Jan 26
This index lists items and authors which have appeared in Seaways from examinations, multiple choice, Jul 22
examinations, national approaches, Jan 9
January to December. In it the month of publication is followed by the page
number on which the particular item commenced. The index was compiled by F
Alston Kennerley FNI. fatigue, Jan 4, 32, Feb 7
guidance, Sep 28
watchkeeping, Nov 26
A cod wars, Jan 28 firearms, Jan 15, Feb 27, Mar 29
AIS, Apr 30, Jul 30 Codrington, William, obituary, Feb 36 fishery protection, Jan 28
Allen, Paul, Jan 4 colleges, collision regulations, Jan 25 fishing crisis, Aug 32
AMVER, Mar 32 Collett, Nigel A., Jan 15 flags of convenience, Jan 26
Anderson, Phil, Feb 7 collision food for survival , April 25
Asia, South, visits, Dec 24 avoidance, Jul 4, Nov 16 food poisoning, Mar 28
assessments, training, May 24 avoidance management, Jul 9 FPSO operations, Sep 35
audit, voluntary, Aug 23 causes, conference report, Feb 28 Fransen, Jan, Oct 25
Aylott, Peter, May 31, Aug 15, Dec 7 regulations, Jan 13, Feb 23, Mar 29, Jul 29 Frappell, Christian, Sep 29
regulations: control of ships, Dec 14
B regulations, language, Feb 26 G
Baird, Ian, Sep 16 regulations, training, Jan 25 Gale, Harry, May 33, Jun 27, Jul 4, 33, Sep 31, Oct 10
Bajpaee, Rajaish, Aug 12 communications Gill, Geoff, Oct 21
ballast water, Feb 14, Sep 34 crew, May 22 GLONASS system, Sep 9
Barclay, Mar 22 email, Jan 22 GMDSS, Mar 24
Beer, Nick, Feb 21 marine, Mar 24 Manual, Nov 33
Bennett, Carl, May 22 phone calls, May 22 Gold, Edgar, Jun 26
Big ship/little ship conference, Aug 28 training, May 24 GPS, Sep 6, 9
BIMCO, Aug 3 VHF, Nov 16 coverage, Sep 34
bollard pull, Jul 26 visa, Australia, Sep 28 Green Award Foundation, Oct 25
Boyle, Peter, Aug 11 VTS, Oct 3 Grey, Michael, Feb 11
Bradley, David, Apr 15 concentric indexing, Jun 6 Gypsy Moth 4, Jan 34
bridge data recorders, Feb 21 container ship grounding, Nov 30
bridge container terminal operation, Feb 34 H
management, Nov 34 Cooper, Nicholas, Mar 3, May 3, Jun 3, Aug 3, 5, Oct 3 hazardous cargoes, Jan 27, 33
team, pilot, Oct 33 criminalisation of seafarers, Feb 11 seminar, May 33
Britannia Royal Naval College, Jun 34 criminalisation, master, Mar 23 Heathcote, Peter Alwyne, obituary, Aug 35
broaching, Apr 12 Hensen, Henk, Jul 26
Buckens, Kees, Nov 10 D heroism at sea, May 26
bulk carrier cargo, Nov 23 damage to cargo, April 8 high speed ships, Feb 34, Apr 12
Burley, Martin, Nov 9 Dand, Ian, Apr 12 Hinchcliffe, Peter, Feb 14
Buysse, Johan, Dec 10 data recorders, Feb 21 HMNZS Manawanui, Aug 30
Dhurandhar, Arvind, Apr 3, Jul 3 Hockley, Graham, Aug 7
C distance learning, Dec 22 Holder, Len, May 24, Jul 16, Sep 26, Dec 22
Calypso, Jan 34 diving support, Aug 30 Huinink, Henk, Nov 3
Canadian arctic climate conference report, Feb 32 Dock Express 10, Nov 3 hull strength, steel coil cargoes, Nov 23
Capricorn Voyager, Sep 16 Dover Strait collisions, Mar 29 human factor, Aug 12
careers, sea training, Nov 10 Drouin, Paul, Dec 5 Human Focus magazine, Apr 30
cargo loss prevention, Apr 8 Drown, Denis, Jan 9 human resources conference report, Feb 30
cargo, steel coils, Nov 23 Hunter, Terry, Jun 29
casualty E hydrography conference, Sep 30
collisions, Jul 4 ECDIS, Jul 32, Sep 12
grounding, Jul 4, Nov 30 study, Aug 25 I
response, Mar 32 Edelson, Eve, Jan 22 IALA
simulation, Jun 26 Edmonds, David, Sep 12 buoyage, Nov 33
certification, Jan 11 education e-navigation, Mar 5, Jun 16, Nov 11
competency, Jan 3 MSc scheme, Sep 21 seminar, Sep 5
Green Award, Oct 25 Plymouth, Aug 28 ice navigation, Mar 30
STCW, Jan 7, 9, Nov 6, Dec 7 Trinidad, Jun 13 seminar, Jun 27
Chapman, Paul, Jun 6 electronic voyage preparation, Dec 10
Chapman, Stephen, Jan 11 chart, Sep 12 ICS, ballast water, Feb 14
chart, electronic, Sep 12 charts, C-Map, Nov 33 IHMA, nautical information, Nov 4
Chevron Shipping, training, Sep 16 navigation, Mar 5, 7, Jun 16, 24, Sep 3, 5, 6, Nov ILO Maritime Labour Convention, Mar 13
Clarkson, John A., Nov 6 11, 14, 31 IMB statistics, Jul 32
cleaning, oil spills, Oct 28 navigation safety, Jul 4 IMO
Index
convention, ballast water, Feb 14 master oil exploration, Mar 31
guidelines, controlling ships in an emergency, and pilot, Mar 3, May 32, Jun 25, Jul 30 oil spills, Mar 21, 22, Oct 28
Dec 14 duty to report, Nov 30 Olney, Pierre, Oct 7
passenger ship safety, Mar 10 crimalisation, Feb 11, May 33, Jun 26 on-board training, Jul 23, Sep 26
projects, Oct 4 imprisonment, Mar 23 Onslow, John, Apr 5
STW committee, Aug 15 role, Jul 3
voluntary audit, Chile, Aug 23 Mathieson, Jun 4 P
Indian cadets seatime, Feb 25 MCA, response group, Jan 34 Pacha-Vicente, Esteban, Dec 9
information sources, ports, Nov 4 McDonald, Angus, Feb 32 Parker, Julian, May 29, Jul 9, Nov 16, Dec 16
Inmarsat, Mar 24 McGeoch, Ian, obituary, Oct 36 passage planning, May 30
inspection of ships, Apr 5 mentoring, Jul 16 indexing, Jun 6
Isbester, Jack, Nov 23 Mercer, Robert, Jan 9 passenger ship safety, Mar 10, Apr 26, Jul 34
ISCW, Mar 28 Mitropoulos, Efthikos, Mar 7, October 4 Patraiko, David, Mar 5, Jun 16, Jul 4,
ISM, Jul 32 MSC 82, Feb 25, Dec 14 patrol boats, Australian, Feb 33
designated person ashore, Jun 4 MSc for senior officers, Sep 16 Peters, Ken, Mar 13
fatigue, Feb 7 multiple choice questions, Jul 22 pilot
on board training, Jul 23 and master, Mar 3, May 32, Jun 25, Jul 30
proceedures, Jan 3 N pilot boat safety, Jul 30
seminar, Nov 34 naval training, May 31 disembarkation, Jul 30
ITOPF, Mar 21 navigation status, Oct 33
report, Oct 28 electronic, Jun 16, 24, Sep 3, 5, 6, Nov 11, 14 pilotage conference report, Feb 30
electronic revolution, Mar 5, 7 pilotage, deep sea, Jun 34
J ice, Mar 30 piracy, Jan 15, Aug 21
Januszewski, J., Sep indexing, Jun 6 pollution
Jeffery, Gary, Jan 9 Loran, Jul 12, 32 conference, Oct 34
Jones, Justin, Feb 33 safety, Feb 3, Jul 4 control, Oct 4, 7, 10, 14
Jones, Steven, Jan 21, Feb 28, Jun 10, Aug 21, Dec 27 symposium report, Sep 30 EU Directive, Apr 30
Juarrero, Francisco, Apr 8 Nautical Institute from ships, Oct 32
Annual General Meeting 2007, Aug 4 prevention, Mar 21, 22, Oct 10, 14
K trial, Aug 25
Annual Report 2006, May 4
Kircher, Albert, Nov 26 ports, nautical information, Nov 4
Belgium Branch, Jan 32, Sep 35
Krishnamurthi, Sivaraman, Feb 3, Aug 8, Sep 3 positioning, Loran, Jul 12
branches symposium, Aug 8
Kue, Chengi, Sep 22 Powis, J., Apr 27
Council notices, Mar 16
Council proceedings, Feb 4 professional standards, Aug 7
L
Cyprus Branch, Aug 32 propulsion, podded, Dec 3
Last, David, Sep 6
Hong Kong Branch, Aug 32 publications, Nautical institute, May 29
leadership, value of, Dec 16
Humber Branch, Jun 34, Sep 36, Nov 35 steering gear, Dec 5
learning, distance, Dec 22
Lee, Gilbert, Nov 16 India (Kolkata), Dec 26
Q
life saving appliances, Apr 15 India North, Dec 26
quantitative risk assessment, Sep 22
lifeboat accidents, Jan 30 India South Branch, Jan 32
lifeboat safety, May 30 London Branch, Mar 34, Jul 34 R
Lloyd, Michael, Apr 22, May 27, Malta Branch, Mar 32 radar navigation, indexing, Jun 6
LNG shipping, Nov 35 North East Coast USA Branch, Nov 34 radar, collision regulations, Jan 13, Feb 23
Longstaff, Mark, Aug 30 North East England Branch, Aug 33 radio traffic, Mar 24
lookout, Nov 3 North West England & Wales Branch, Jan 33, rate of turn, Jun 24
Lopes, Norman, Nov 30 Nov 35 record keeping, Sep 26
Loran, enhanced, Jul 12 Pakistan, Dec 24 reporting, casualty, Nov 30
loss prevention, cargo, Apr 8 President, Aug, 5 rescue
low temperature environments conference, Sep 31 Queensland, Dec 31 at sea, Jan 29
LRIT, Dec 9 publications, May 29 man overboard, Apr 22, May 27
Lumbers, Karl, Mar 22 South East Australia Branch, Feb 34, Aug 33 submarine, Apr 27
Lützhöft, Nov 26 South West England Branch, Jan 34, Feb 34, Mar response management, Mar 33
32, Jun 34, Dec 32 risk
M Solent Branch, Mar 33, Apr 34 assessment, Sep 22
maintenance, LSA, Apr 15 Sri Lanka Branch, Mar 31, Nov 34 assesssment, vetting, Apr 5
man overboard, Apr 22, May 27, Sep 33 Treasurer’s Report, Aug 11 management, Jun 34
management, designated person, Jun 4 Turkey Branch, Jul 35 ropes, Jan 32
management, ship shore violations, Oct 21 Ukraine Branch, Jun 34 rule of the road, Jul 9
Manavalan, R., Apr 32 United Arab Emirates Branch, Mar 32, 33, Apr 34 Rynd, Christopher, Dec 3
manoeuvring, collision avoidance, Nov 16 West of Scotland Branch, Jul 35
marine insurance seminar, Jul 35 nautical information, ports, Nov 4 S
Marine Society, MSc Scheme, Sep 21 navy, fishery protection, Jan 28 safe travel, seafarer, Jan 26, Feb 27, Jun 10
maritime near-coastal certificates, Nov 6 safety
administration, certification, Jan 3 Nivas, Shridhar, Jul 23 environmental, Oct 25
English, Aug 25 north west passage route, Sep 29 equipment, Apr 15
Labour Convention, Mar 13 fatigue, Feb 7
law, pollution, Oct 10, 14 O navigation, Feb 3, Jul 4
security seminar, Jun 29 offshore operations, Sep 35 officer training, Nov 9
Marpol, Mar 21, 22, Oct 4, 7, 10 offshore training, Sep 36 passenger ship, Mar 10, Apr 26
Index
seafarer fatigue, Jan 4 trade route conference, Sep 29
seafarer travel, Jun 10 traffic separation, Sunk scheme, Aug 25
sail taining, Aug 26 training, Jan 11, Sep 33
conference, Apr 32 academy, Chennai, Apr 31
satellite navigation, Sep 6, 9, Nov 32 assessments, May 24
scam emails, Jan 22 collision regulations, Jan 25, Feb 26
sea service assessment, Nov 6 offshore, Sep 36
seafarer records, Sep 26
art, Mar 32 man overboard, Apr 22, May 27
criminalisation, Feb 11 mentoring, Jul 16
fair treatment, Aug 12, Nov 31 naval, May 31
fatigue, Jan 4, Feb 7 on board, Jul 23
inexperience, Oct 32 on shore, Jul 31
labour conventiopn, Mar 13 safety officer, Nov 9
LSA usage, Apr 15 sail Aug 26
morale, Apr 3 seagoing, Sep 16
security, Aug 21 sea service, Nov 10
sea life, crew calls, May 22 STCW, Jan 7, 9, 11, Aug 15, Nov 26
sea life, vibration, May 3 submarine rescue, Apr 27
sea time, cadets, Feb 25 travel safety, Feb 27
security seminar, Jun 29 Trinidad, maritime training, Jun 13
security, piracy, Jan 15, 21, Aug 21 tug use, Jul 26
skills, Jun 3 tugs, harbour, Jun 29
travel, Jun 10
welfare committee, Mar 28 V
ship handling, Jul 9 VELS Maritime Academy, Apr 31
collision avoidance, Nov 16 Vervloesem, Walter, Aug 26
high speed craft, Apr 12 vessel traffic conference, Jul 33
man overboard, Apr 22, May 27 vetting schemes, Apr 5, Jul 29
rate of turn, Jun 24 VHF communication, Feb 28, Nov 16
ship in campus project Apr 31 vibration, May 3
ship voluntary audit, Chile, Aug 23
losses, May 30 voyage data recorders, Feb 21
management, designated person, Jun 4 VTS, Oct 3
pollution, Oct 14
security, piracy, Jan 15 W
shore management, Oct 21 Wadsworth, Emma, Jan 4
vetting inspection, Apr 5 Wake, Philip, Mar 23, Apr 3, 32, May 26, Dec 24
shipboard error propensity, Oct 21 watchkeeping fatigue, Nov 26
Shipmaster of the Year, May 26 watchkeeping, data recorders, Feb 21
shipmaster status, Jul 3 water for survival, Apr 25
shipping information system, Mar 28 Waugh, Ian, Mar 24
shipping operation, offshore, Sep 35 Weintrit, Adam, sep 30
Silva, Felipe, Aug 23 Welch, Andrew, Jan 28
Smith, Andy, Jan 4 welfare, seafarers, Mar 13
Smith, Phil, Jul 22 Westwood-Booth, Jack, Mar 10
Solas amandments, Mar 10, Apr 15 Williamson, Brian, Oct 14
Squire, David, Feb 31 Wilson, Tim, Jan 7
statistics, IMO data, Oct 4 wire ropes, Jun 31
statistics, risk assessment, Sep 22 World Maritime Day, Oct 4, Dec 24, 27
STCW, Feb 26, Mar 30 Wright, Paul, Aug 28
78/95, Aug 15
human factor, Aug 12 Z
STCW, navy, May 31 Zim Mexico III, conference, Jun 26
STCW revision, Jan 7, 9, 11, Nov 6, Dec 7
steel coil cargoes, Nov 23 The following features appear regularly:
steering gear, Dec 5 Captain’s Column
Stevenson, Colin, Jun 13 Book Reviews
stress, fatigue, Nov 26 Conferences
submarine rescue, Apr 27 Focus
survival rations, Apr 25 Letters
Syms, Roger, Jan 13, Feb 23 Marine Accident Reporting Scheme (MARS)
Nautelex
T Nautical Institute Log
Tasman Pioneer, Nov 30 Branch News
Taylor, Geoff, Feb 30 Branch Secretaries
Thomas, Brian, Sep 21 New members
Thorslund, Nov 26 People
towage, Jul 26 Naval Column
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