CESMA NEWS - KBZ CRMB€¦ · CESMA NEWS OCTOBER 2016 ... The Assembly was organised at the...

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    SECRETARIAT: MUNTPLEIN 10 TEL: 0031 650275519 NL-1012WR AMSTERDAM TEL: 0031 206253515 THE NETHERLANDS E-MAIL: [email protected]

    PRESIDENT: CAPT. H. ARDILLON TEL : 0033 2 35 801 505

    9 RUE MOLIERE MOB: 0033 6 09 450 057 76240 LE MESNIL-ESNARD E-MAIL: [email protected] FRANCE [email protected]

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    PORTO SAN ROCCO E-MAIL : [email protected] STRADA PER LAZZARETTO NR. 2 [email protected] 34015 MUGGIA (TRIESTE) ITALY

    VICE PRESIDENT: CAPT. G. RIBARIC TEL/FAX: 0386 5 6772642 BELOKRISKA CESTA 27 MOB: 00386 31 375 823 SI – 6320 PORTOROZ E-MAIL : [email protected] SLOVENIA [email protected] GEN.SECRETARY: CAPT. F.J. VAN WIJNEN TEL: 0031 182 613231

    JUNOLAAN 10 MOB:0031 650275519 2741 TJ WADDINXVEEN




    Opinions expressed in articles are those of the sources and/or authors only

    mailto:[email protected]

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    REPORT ON THE CESMA ANNUAL GENERAL ASSEMBLY ON 13TH MAY 2016 AT RINGASKIDDY (CORK) IRELAND The Assembly was organised at the premises of the National Maritime College of Ireland in Ringaskiddy near Cork. The College (NMCI) provides training and education for the Merchant Marine and the non-military needs for the Irish Naval Service (INS). The NMCI provides education service of the highest quality. Specialist spaces including survival facilities, seamanship and shipwright workshops, fire-fighting/damage control and vessel traffic services, jetty and lifeboat facilities and a real engine room are provided. The college also provides specialized simulation equipment in the areas of navigation, bridge training, communications and engineering machinery operations, liquid cargo handling and vessel traffic systems. In short, the place to be for an assembly of shipmasters. After conclusion of the Assembly CESMA delegates had the opportunity to visit the College facilities

    The assembly began with a seminar on various maritime themes, intro-duced by IIMM president Captain Sinead Reen. The speakers were presented by Captain Bill Kavanagh, CESMA council member for the IIMM. Professor Paul Liston from Trinity College Dublin, Ireland’s premier University, opened the line of speakers. He deliberated on the well known theme of the human element factor and also looked at

    the lessons the shipping industry could learn from the airline industry in this respect. Next Mr. Michael Kingston, Lloyd’s List Maritime Lawyer of the year 2014-2015, talked about the introduction of the Polar Code, crucial because of the increasing number of ships which are navigating through the Northern Seas to find a shorter route to the Far East. Captain Robert McCabe, President of the Nautical Institute, talked about on the introduction of e-navigation and the dependency of many navigators on the GPS system, ignoring other means of fixing a position. To conclude Captain Ulf Svedberg of the Swedish Maritime Administration commented on the results of the EU initiated Mona Lisa project. The afternoon was dedicated to the CESMA Annual General Assembly, presided by CESMA president Captain Hubert Ardillon. One of the main issues which always appears on the agenda is the criminalisation of seafarers, shipmasters in particular. Several recent cases were discussed. The case against Captain Schettino of the ”Costa Concordia” is still not settled. The appeal against the earlier sentence of 16 years imprisonment was not rewarded. The last possibility is an appeal before the highest court in Italy. Although the assembly realizes that mistakes were made before and during the disaster, it considered the actual sentence as beyond proportion, especially because all other players in this case, including the shipping company, go free.

    Four speakers and two Presidents

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    The Bulgarian shipmaster who was in a Panama prison for many years, indicted of carrying drugs on board his vessel, has been recently released and plans to take up his career at sea. Other cases of criminalisation discussed were the new indictment against Captain Mangouras of the ”Prestige”, the accident of the ”Jolly Nero” in Genoa, Italy, and the case of the Ukrainian captain who was convicted of an environment offence for beaching his vessel in Alang, India, after being ordered by his owner to do so. The assembly decides to continue CESMA’s involvement in cases of criminalisation of seafarers worldwide. The second item of discussion was piracy and armed robbery. The assembly realized that the threat of piracy in Somalian waters has almost disappeared. This is the reason why the presence of navy ships in the area is being reduced. However other areas such as the Gulf of Guinea and the Far East are becoming more and more piracy infested. As these are areas that are covered by local administrations, private security guards are not allowed on board in national coastal waters. Other means of protection for ship and crew are on the market but they are either very costly or not always perfect. Yet new methods to prevent piracy should be carefully considered, as they are sometimes the only way to prevent piracy. Every year the problem of fatigue is being discussed at the assembly. The main area of concern is still the six on/six off watch system which is still maintained on, mostly, Dutch and German ships trading in the short sea. Although the situation is improving, mainly caused by Port State Control officers who check working and rest hours. Yet CESMA continues to denounce the system as it endangers maritime safety. Captain Ivo Kucich of the Croation Association of Shipmasters adds to the discussion that seafarers who newly come on board after leave should have had a rest period of at least 6 hours before they come on board to start work, especially after long air voyages together with time differences. Neither the Maritime Labour Convention, nor the IMO, provides any legislation in this respect. CESMA will take this up with responsible authorities. The safety of ro-ro and large passenger ships is still a matter of concern. Many ships have not enough reserve stability when (car) decks are being flooded with great amounts of water. The most recent example of flooding of compartments is de ”Costa Concordia” which capsized after experiencing an underwater gash of about 60 meters. A solution could be to provide passenger ships with a double hull. However the extra expense for building such a vessel would be enormous. It was decided to keep this issue as a point of attention for CESMA. Especially younger navigators rely more or less completely on electronic navigation methods., such as GPS and ECDIS. Applying ”old fashion” astronomical navigation is hardly practised anymore. In this way the only existing back up system is disappearing with no other solution. As systems rely mainly on the use of GPS, this involves a high risk. GPS and later also Galileo can easily be disturbed, either by weather influences or by criminal persons. Also rules of the road are only judged on the radar screen without looking out of the window, loosing situational awareness. The assembly considered these developments as undesirable and will do everything to convince authorities of this danger to safe navigation. The introduction of e-navigation to make better use of the bridge equipment and improve communication, might deliver some mitigation but concerns are still alive.

    Bulgarian attention

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    The assembly discussed shortly the problem of illegal immigrants in the Mediterranean who count on assistance of passing merchant ships to rescue them. According to the SOLAS convention this is mandatory. However it should be realized that this regulation was only made for saving lives of

    colleague seafarers in danger or passengers of stricken vessels and it was initiated in times when there were no helicopters and fast rescue boats available. It was certainly not made to transport thousands of immigrants from Africa to the European continent. Yet there is at the moment only one way out for shipmasters and that is keeping to the SOLAS Convention which is used by immigrant smugglers under the condition that immigrants can be landed at the first port available on the European continent. It stays however a large risk because of possible overwhelming by large quantities of immigrants and their medical condition, not to speak of possible

    terrorists among them.

    A more or less new item in CESMA priorities is the increasing number of mooring accidents, also in seriousness. Reasons could be the increasing size of ships using the same type of mooring equipment. Also the number and training of seafarers employed to man the mooring stations and the line handlers ashore including the necessary communication between these stations and the bridge during mooring or unmooring, could be questioned. This includes language problems. Increasing size of ships also influences the corners under which the ropes or wires are presented, causing extra tension which endangers safety. In many ports bolders ashore have not been adapted to the greater forces of the ever increasing size of ships. Combined with sometimes six or more lines on the same bolder, could lead to accidents. Council members were asked to bring new cases of mooring accidents to the attention of the CESMA secretariat. The assembly realised that in a number of EU countries investigations regarding maritime accidents is not what it should be. Also, it takes in many cases, a long time before results of an investigation into an accident or incident are made public. This affects the learning aspect of these investigations, as actual information is crucial. CESMA will ask EMSA to do its utmost to trigger proper maritime accident investigation in EU nations. The next point of discussion is the, so called, sea time equivalent. In a number of EU countries the actual time on board for practical education and training has been reduced and compensated by a certain period of simulator training. Belgium sea time exists for only 5 months on board while the rest of the STCW mandatory 12 months is being compensated by simulator training. It appears that every nation in the EU has set its own rules in this respect. Reasons could be the shortage of places for students on board EU flagged ships and reluctance by some shipping companies to accept students for their stage period, mainly for financial reasons. The opinion in the assembly was divided, although a majority still supports the 12 months stage period as is stipulated by the IMO because the period on board is not only dedicated to navigation aspects. CESMA President Hubert Ardillon concluded the assembly by thanking the audience for their input in the discussions and asks council members which association is coming forward to organise the Annual General Assembly for next year (2017). Captain Spridzans of the Latvian Shipmasters’ Association LKKA accepts the invitations with reservation. The 2016 Assembly is concluded by an informal but delicious dinner at the Blackrock Castle, an ancient stronghold situated at the banks of the River Lee which leads to Cork.

    President Capt. Sinead Reen

    Blackrock Castle

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    I greatly admire the work that CESMA does in such as heartfelt and honorable way for our seafaring colleagues, in particular protecting the weak when they are vulnerable. It was lovely to witness that during the AGA in the afternoon. Looking after our seafarers is something I have always aspired to do, as seafaring was instilled in me almost from the day I was born and runs deeply in my veins. (Michael Kingston, Maritime Lawyer, speaker at the seminar preceding the AGA)


    An important matter for any profession is qualification for the job. There are professions whereby the knowledge of theory is of prime importance like pure sciences, teaching and many others. Others are more experience dependent like weaving, embroidering, painting, shoe making. But most of the professions require either theory or experience. Our maritime profession is one of them. Nowadays conning modern ships could not be done without mathematics, physics and a lot more knowledge.

    At the same time practice on board is without alternative. One could be an excellent mathematician or one could know all the forces applied to the ship when in motion. But still a navigator is not ready to command the ship. He or she should have experience and when manoeuvring in port, he or she should have that feeling for the motion, coming automatically. So theory or experience which is more important? Could we be successful professionals with just one of the two?. I would say, we need both in balanced proportion and if one has more from any of them it is a benefit to the overall performance. In most ports of the world, ships manoeuvre in confined waters and as

    the maritime industry is developing very fast, ships are becoming bigger and bigger If a new terminal is planned today, in a few years this terminal is already unfit for future generation of ships. Pilotage is an art of navigation. As an art, it is dependent from the physical laws of motion of the vessel in a liquid. All ships sail along the oceans because of the Archimedes principle but nobody on board the ship is even thinking of it when doing the every day job. So, we manoeuvre a ship in confined waters. We know that if we put the rudder hard to port the bow of the ship will start moving to port, while the entire ship at the beginning will shift easy to starboard. It is quite fundamental but nobody is thinking of fundamentals. Our reactions should be almost always in less than a minute and if we miss the moment, then the situation could go beyond control. More or less the situation is the same when entering or leaving a lock, floating or dry dock or when coming alongside or leaving a berth with not enough space. So, what is more important theory or experience? I would say that theory is something we start with. It is something necessary, compulsory. Then the experience comes. Without theory we could do pilotage but with theory we are doing better. Situational awareness and control of the motion of the ship is better if we know the fundamentals and understand the physical process developing around the ship. Yet, there is always a fight between good practitioners and theoreticians.

    Captain D. Dimitrov

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    Who is better, the one who could explain everything or the one who could do everything? The key to success is that the best are those maritime professionals who could do everything and who could explain their actions and who do their job in time and do it either on paper or in reality. When something is missing, there is always risk of doing something wrong. Very often the act of god is of importance for success or failure in any maritime venture. Let’s say we are entering in dry dock where from each side of the ship there are fifty centimeters available, which is not quite unusual in modern shipping and the approaching area is narrow. And suddenly a gust of wind is coming and an accident happens. Whatever one does, there could hardly be an escape from trouble. But if some tick in any of the checklists is missing, then there starts real trouble. It is quite obvious that the problem comes from the act of god, but the investigators will put the blame on him and that will increase his guilt for not doing the paper work properly. Finally, the balanced approach between theory and practice and between action and paper is the best approach in modern shipping. Bridge team and bridge resource management are assigned to ensure it and the problem has to be discussed during safety meetings, pre-briefings, trainings and qualification courses.

    (Captain Dimitar Dimitrov, Pilot in the port of Varna, Master Ocean Going Ships, PHD, MNI,) Chairman of the board of Bulgarian Shipmasters’ Association


    More vessels are being detained by port state control (PSC) because of ecdis

    deficiencies. The Australian Maritime Safety Authority (AMSA) has

    detained eight ships in the first five months of this year for having

    deficiencies in ecdis set-up and crew competence on the electronic

    navigation device. This is double the amount as the second half of last year.

    In response, AMSA released Marine Notice 8/2016 about the proper operation of ecdis, and advised

    ship owners that this will be a priority for its inspectors. The main deficiencies are:

    Description in the Safety Management System on operation of ecdis is insufficient.

    The latest version of electronic navigational charts (ENC’s) are not used for preparing a

    voyage plan before departure of the vessel.

    Large scale charts are not used for preparing a passage plan

    A disk of ENC’s is delivered by the owner or management after arrival of the vessel.

    The degree of familiarisation with ecdis is insufficient

    Ship owners should ensure the latest versions of ENCs are installed on ecdis and the crew can

    demonstrate to inspectors the necessary operation for safe navigation. AMSA said this should include

    demonstrating under keel clearance, safety depth and manual position fixing. If a crew member has a

    training certificate for ecdis but cannot demonstrate such operations, the inspector could detain the

    vessel due to lack of skills for important navigation equipment. Classification societies have

    recommended that ship owners and managers should ensure crew members are familiar with the

    proper operation of ecdis and ships are ready to meet the PSC requirements before arrival in any

    Australian port.

    AMSA is not alone as other PSC authorities have raised similar comments concerning ecdis.

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    WARNING FOR FAKE JOBS It is not new. Shipmasters who are looking for a position on board after having lost their job for whatever reason. Sometimes they put their names on a few recruitment websites and start asking around. Scammers, mostly from Nigerian origin, have the possibility to break into these sites and make use of the names and contacts to offer jobs that do not exist. They approach the candidates and act as real employers or crewing agencies by sending some convincing paperwork. In some cases they even ask for money to be transferred in order to be able to complete the documents, necessary to join the vessel in some part of the world or a percentage of the first month’ salary as a condition for the job offer. This immediately looks like fraud as charging seafarers for jobs is outlawed by ILO Convention 179, to which Nigeria is signatory. Fraudsters have made Nigeria the new centre for scams offering non-existent jobs on board ships and oil rigs. The problem of hateful seafaring job scams is continuing to grow with no effective action to bring the offenders to justice. Three known Nigerian criminal operations, including one purporting to be based in the UK town of Redhill, are currently trying to defraud jobseekers around the world. They offer a job on a fictional ship that just happens to be stopping at Port Harcourt, Nigeria, to where the money should be paid. CESMA was asked for advice by a member colleague shipmaster who was offered a position by K line, a respected shipping company, based in the UK. He had already paid a sum but on second thoughts, decided to check the job offer. We reacted by calling a telephone number, mentioned in the job offer. After some efforts we were answered by someone with a clear Nigerian accent. After making ourselves known, the telephone call was interrupted immediately. Unknown on the situation in the UK, we decided to contact NUMAST in London. We were informed by our colleagues that the job offer was indeed a fraud, just in time for our member shipmaster to withdraw a second payment. We have little option but to warn anyone, looking for a job or who has been contacted with a job offer that at any point asks for any kind of payment, even one from an apparently respectful EU country, to look for a Nigerian connection and then treat the offer with the contempt it deserves.

    (partly based on article in the telegraph (Nautilus)


    How often are the collision regulations (colregs) violated? How many times in a voyage does a crew make poor navigation decisions that lead to near misses, or worse, ship collisions and groundings? How often does a captain or navigators ignore the ship’s safety during one month of operation?

    For one unnamed car carrier, operating in northern European waters, the answer is 18 times in one month. That’s until the crew were caught out by e-navigation auditing and probably told, in most likely crude terms, to vastly improve their navigational safety and performance by the ship’s management. I have understanding of which ship this is and the operator, but for fairness will keep that quiet, and concentrate on the main issues. Managers can only ensure that the crew are obeying commands and upholding standards when they know the seafarers are being watched like hawks.

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    It is a sad fact of human nature that corners are cut, standards slip, procedures disregarded and regulations ignored. Mistakes are made on a regular basis and occasionally they lead to tragedy, but is it worth the risk? It is human nature to take the easy line, ignore some of the less convenient requirements and relay responsibility elsewhere for those actions. Thus it is not totally surprising that an audit of safe navigation would cast up a few issues and deficiencies.

    But 18 in one month does seem to be exceptional, especially if nine are serious near misses and four of these are in direct violation of the colregs. One wonders whether the crew knew they were putting multi-million dollars of ship and cargo, as well as their own lives in jeopardy when they made poor navigation decisions. It is likely that they did as the following month, and subsequent ones, there were no near misses or colregs deficiencies recorded using the same program.

    Totem Plus supplied the program and the analysis to the car carrier owner. Its E-navigation Data Auditing (EDA) service, which uses data from ecdis and voyage data recorder (VDR) was run as a pilot project since March this year. After the first month of data, analysis was shown to the car carrier owner, it is likely that the crew received fresh guidance and training on what the ship owner regarded as a near-miss. The bridge team certainly then knew they would be watched as they made no further errors of judgement the following months. This is a clear example of how e-navigation auditing can minimise risk, and improve navigation safety standards. The question is, should we need this technology? Surely bridge teams should follow navigation regulations, uphold standards and remain watchful at all times. But this example demonstrates this is not the case.

    Perhaps it is unfair not to hear the arguments from the car carrier crew. Perhaps they had a tough month, tackling poor weather, were under high pressure to meet tough destination deadlines and were forced to cut corners to meet the owner’s objectives. But it really should not be this way.

    Having worked on North Sea drilling rigs, I know that seafarers have to face the conditions and make rapid decisions that are sometimes the wrong one. They have to take responsibility for their actions, which are often made with limited knowledge and uncertain outcomes. But there are safety rules and company procedures to follow. Crew should ensure these are followed and minimise the mistakes.

    There are arguments for and against deploying ship monitoring technology. Some feel daily operations should be the responsibility of the ship master and crew. Others bemoan the increasing level of shore influence on these decisions. Nonetheless, it is clear from this example that ship managers should closely monitor their crew and support them with strong advice on navigation standards, backed up with thorough training and guidance. Otherwise near misses and anti-colregs decisions will lead to a serious ship accident, possibly loss of life and a high-cost loss.

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    European agencies can deal with oil spills using RadarSat-2 information

    The European Maritime Safety Agency (EMSA) has chosen Canadian company MacDonald, Dettwiler and Associates (MDA) to provide marine surveillance technology. Under a four-year contract, MDA will provide RadarSat-2 information to the agency. The contract has a ceiling of €31 million. RadarSat-2 information will support EMSA in the areas of maritime safety, law enforcement, border security, fisheries control, and marine pollution monitoring.

    The information will be used by a variety of European users for detecting and monitoring oil spills as part of EMSA’s CleanSeaNet programme. This service is based on radar satellite images, covering all European sea areas. These are analysed to detect possible oil spills on the sea surface. When an oil spill is detected in national waters, an alert message is delivered to the relevant country. Around 2,000 images are ordered and analysed each year.

    EMSA will expand its use of RadarSat-2 information to increase the vessel detection and monitoring services that are supplied to Frontex, which is a European agency responsible for European border management. EMSA will also broaden its use of RadarSat-2 information to include support for the Copernicus security services for its maritime surveillance programme. Copernicus provides vital information for monitoring developing emergency situations and enabling security and rescue services to respond quickly. Through the Copernicus Security Service, the EU is able to protect its borders, combat smuggling and terrorism, and prevent the loss of lives at sea. (EMSA)

    Carnival Corporation opened its new training centre for officers of its cruise fleet on 14th July 2016 in Almere Poort, the Netherlands. The Arison Maritime Centre more than doubles the size of the existing CSmart Academy and will be able to train up to 6.500 deck- and engine room officers from across all 10 Carnival brands every year. The five story facility features four full-mission bridge simulators and four full- mission engine room simulators that will replicate a wide range of scenarios and will enable an extensive variety of exercises to be conducted.

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    The position of the ship master, apparently enshrined in centuries of law, custom and practice, is showing evidence of strain in the light of 21st century ship operation and management. The Master’s traditional authority is widely perceived as being diminished while responsibility is being increased, frequently in matters over which he has little or no control. Is the role of the Master under attack?

    How has his authority and responsibilities been affected in an age of instant communication between ship and shore, and a growing volume of laws and regulations affecting the way the Master runs his ship? These are the core questions for the 14th Cadwallader Debate and Dinner to consider at Drapers’ Hall, London on October 26th. The event is being organised by the London Shipping Law Centre (LSLC) Maritime Business Forum. Michael Grey, LSLC Council member and former seafarer, has no doubts about the growing

    difficulties facing ship masters. He cites external interference in loading and stowage, course, speed and performance decisions, sometimes overriding the Master’s safety concerns and backed by bullying. There are increasing instances where the Master is held as a ‘legal hostage,’ when local and port authorities, sometimes corrupt, find something wrong with the ship, its operations and its cargo. With an estimated 150,000 new merchant officers required in the global shipping industry by 2025, Mr Grey is concerned that these factors could well discourage those contemplating a career at sea and ultimate command. “Ambitious and bright officers need to be attracted to the ship masters’ role. However, there are worrying signs that senior officers are being deterred from this aspiration when they observe first-hand the burdens borne by those who command the ships they sail in”.

    ”Under the chairmanship of Lord Clarke of Stone-cum-Ebony, the speaker’s panel will be led by Captain Kuba Szymanski, Secretary-General of Intermanager, as moderator. He will be supported by Michael Kelleher, Director, West of England P&I Club; Faz Peermohamed, Global Head of Shipping, Ince & Co; Michael Chalos, Partner, K&L Gates (New York): and Jeff Lantz, Director of Commercial Regulations and Standards, US Coast Guard. Captain Szymanski said: “Hierarchy is vital to a vessel’s performance, as clear decisions are fundamental to a ship’s performance and the safety and integrity of crew, cargo and the environment. Ever since all shipping companies had to adopt the ISM Code, we have seen a transfer of authority from ship to shore personnel who are making more key decisions. Yet the Master remains formally responsible for factors which he or she does not control. “The Master must continue to be the voice of the vessel, just as he or she has always been.” Mr. Grey added: “The debate is designed to tease out areas of real concern within the industry, ashore and afloat. The issue is that modern legal developments and the communication technology, which binds ship and shore more closely together require the traditional role of the ship master to be revisited.” Contact Gerard Matthews at LSLC. Tel. +44 (0)20 7936 3417. Email: [email protected]

    Mr. Michael Grey

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    Three major flag states are calling on IMO to introduce a global requirement for vessels crossing IMO-adopted traffic separation schemes (TSS’s) to display a uniform night signal. The joint proposal calls for amendments to the International Regulations for Preventing Collisions at Sea (Colregs), which would apply to vessels of 50m and more in length.

    Supported by Liberia and the Marshall Islands, the proposal is spearheaded by Singapore as part of an ongoing, wider effort by the Maritime and Port Authority of Singapore (MPA) to improve the prevention of collisions in the Singapore Strait and thus reduce the risk of fatal accidents and oil pollution incidents. A reminder of the potential magnitude of the risk came with the recent collision between a very large crude carrier and a 14,000 teu container ship off Singapore in August this year.

    The proposal for a mandatory night signal consisting of three green lights mounted on a vertical line is co-sponsored by the governments of Liberia and the Marshall Islands and supported by the results of a formal safety assessment study. The study, which was conducted by Lloyd’s Register on behalf of MPA, focused on the risk of collision in the Singapore Strait. It included an analysis to demonstrate the applicability of the findings to other areas of high traffic and navigational risk. The chosen areas were the English Channel and San Francisco Bay, where IMO-adopted TSSs also apply.

    A night signal of three green lights was identified as a cost effective means of reducing collision incidents. From among the total of 31 risk control options studied, it had the highest weighted percentage – 19 per cent – in terms of both ease and effectiveness of implementation. This compared to 13 per cent for bridge resource management that would require increased manning. Other less effective options included reporting intention to cross a TSS via Automatic Identification System (AIS) messaging, and reducing speed while proceeding in a TSS.

    MPA recently upgraded its vessel traffic services operational centre for the port and the Singapore Strait. It has been addressing the difficulty for vessels transiting the Singapore Strait of understanding whether a vessel arriving or departing from the port would be crossing the traffic separation scheme. A risk assessment study conducted 10 years ago indicated that the difficulty was particularly pronounced at night, due to the background lights from landward facilities.

    In 2010, IMO endorsed the voluntary implementation, with effect from 1 July 2011, of an interim recommendatory measure for the Singapore Strait involving the display at night of three all-round green lights. This was subsequently adopted as a fully-fledged IMO recommendation, with effect from 1 July 2013, but without being binding. Surveys conducted into the effectiveness of the voluntary measure, from July 2011 to September 2014, showed that 91 per cent of crossing vessels observed the measure, and that 97 per cent of transiting vessels found the measure beneficial.

    Feedback obtained from ship masters with experience of the Singapore Strait further suggested that the display of the three green lights during the hours of darkness would be beneficial in many other areas around the world, too. Identified areas included the straits of Malacca, Hormuz, Bab el

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    Mandeb and Gibraltar, the Gulf of Suez, the approaches to Hong Kong, Shanghai, Japan, and the Hook of Holland, and North Hinder. Reasons given in the mariners’ survey ranged from stress reduction and the watchkeeper feeling safer to greater situational awareness and improved common understanding among mariners.

    The formal safety assessment study was complemented by a bridge simulation exercise that demonstrated a significantly improved risk reduction in terms of the shorter time it took the ship’s lookout to detect and identify crossing vessels and their direction correctly. MPA hopes that IMO’s Maritime Safety Committee, which meets from 21 November, will agree to fast-track the proposal.


    On Monday, the 27th of June, representatives of the legislative institutions of the EU successfully reached an agreement on the new Port Services Regulation. This legislation will establish a framework for the provision of port services and financial transparency of European ports.

    EMPA, The European Maritime Pilots' Association, welcomes the well balanced and coherent conclusion of this extensive legislative process. We believe that the new Regulation will turn out to be an important legal structure for further sustainable growth and development of the important European Ports- and Shipping industries. We commend the wise and solution-oriented approach

    that has been demonstrated by the European Parliament's Rapporteur, Mr. Knut Fleckenstein and his staff, the Shadow Rapporteurs, by the Council, the Cabinet of Commissioner Bulc, and by DG MOVE. EMPA also commends the fruitful co-operation with our sister stakeholders' associations in the European maritime cluster during this process. An important and clear signal that was given by the European Parliament at its plenary decision on 8th March this year, is that Maritime Pilotage, due to its public service obligations, should not be subject to market access philosophies.

    The outcome of the trilogue respects this important signal, which is well illustrated by the following justification: “Pilotage provides an essential and unique service to the shipping industry, which if open to competition would jeopardise maritime safety and security, the protection of the environment and the efficiency of ports.” EMPA fully concurs with the Port Services Regulation's common rules on training, on financial transparency, and on port service and infrastructure charges.

    Please be reminded of the CESMA AGA 2017 to be organised by the Latvian Shipmasters Association on 11 and 12 May 2017

    Mr. K. Fleckenstein


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    Captains suffer from fatigue and stress more than their crews. Fatigue can result in long term physical and mental health issues, motivation decreases over the length of the voyage. Also that night watch keepers get significantly less total sleep than others on board, were some of the key findings from the MARTHA project - the international research study into short term sleepiness and long term fatigue of seafarers - discussed and debated by the UK shipping industry at a seminar and workshop, held at Warsash Maritime Academy in Southampton (UK) on 28 June 2016. Hosted by the Project’s lead partner, Southampton Solent University, MARTHA’s European partners from Sweden, Denmark, China and the UK, presented some of their findings, followed by a workshop to get feedback from industry and University staff. Funded by the TK Foundation, the $1million three year project gathered a large database of new information from over 1.000 seafarers, and a carried out a field study of over 100 seafarers working at sea worldwide. The study has collected data on their fatigue levels, sleep patterns and psychological wellbeing. Of particular importance was the use of Actiwatches for extended periods, which volunteers wore to register their periods of activity and sleep. Attendees from the industry – including the MCA, MAIB, ITF, Lloyd’s Register, IMarEST, the UK Chamber of Shipping and Shell - were particularly interested in the impact of long voyages on sleep patterns, including both sleep quantity and sleep quality. According to Claire Pekcan, Associate Professor at Warsash, who worked on the actigraphy analysis with Dr Anne Hillstrom of the University of Southampton: “The actigraphy analysis has been particularly interesting and demonstrates how the overall amount of sleep decreases over time on board, and how the quality of sleep, as measured through disturbances to sleep, increase the longer crew are on board.”

    Other important issues covered during the seminar included the differences in perception of fatigue between seafarers managed by European companies and Chinese owned companies, and the effects of port visits on workload and fatigue., the, According to Captain Kuba Szymanski, Secretary General of InterManager, partner leading the dissemination activities, other workshop events for managers and seafarers are planned in the autumn in locations like Singapore and Manila and the outcomes of these workshops will be used as a basis for a publication of all the main findings towards the end of the year”. Speaking about the future impact of the study, Emeritus

    Professor Mike Barnett said: “The shipping industry has been following MARTHA’s progress with considerable interest, as the

    momentum for revising the guidance on fatigue has grown at the International Maritime Organization (IMO). The findings from MARTHA are anticipated to have an influence on the eventual guidelines to be published by IMO .” FOR FURTHER INFORMATION CONTACT THE MEDIA OFFICE ON 023 8201 3040 OR email [email protected]

    Prof. Mike Barnett

    mailto:[email protected]

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    On 4th October 2016 the French newspaper “La Voix du Nord”, which is read in the northwest part of France around Dunkirk, Calais and Boulogne, published an interview with the Admiral, being the perfect for the northwest coast of France, from Normandy to the Belgian border. This includes the MRCC’ s of Cherbourg and Griz Nez’.

    In the interview, the Admiral was asked whether big accidents were happening frequently in the area. He answered that fortunately few were taking place, but that once a month a disaster as with the “Amoco Cadiz” or “Erika” was avoided, only off the Griz Nez CROSS. He admitted that the system was not always effective and that we surely can expect a major accident. He urged all players in the maritime industry to continue to take their responsibilities. On the question which players he was thinking of he is quoted by saying: ”Everybody, but we could give as examples ships using the TSS in the wrong way or captains who are on the bridge, blind drunk with nobody on watch”.

    How can we, as AFCAN, not react to the article in the ”Voix du Nord” of 4th October, especially when the person you interviewed is a seaman admiral in the postion of prefect maritime? Yes, a lot of captains, on board ships sailing in the Channel, may appear drunk but they are only exhausted. The fault lies with the maritime authorities who endorse a safe manning certificate with only two deck officers, one of them acting as captain. These officers keeping the watch, work on a six on six off system, plus all the port calls which are normally very frequent on this type of ships. This is outrageous but we never heard of maritime authorities making a stand against this situation. What the interviewer also seems to ignore is that more and more ships are “dry” ships which means that there is no alcohol on board.

    ”Dear Admiral, don’t forget that many readers believe in what is written without

    considering if the information could be inaccurate. A widely circulated paper such as the

    “la Voix du Nord” is read by many people. In the article you have tarnished the

    profession of a ship master on a large scale. You have, by your comments, deliberatly

    insulted the merchant navy seafarers of all countries and mainly those of Europe.

    This hurts the more because these comments were made by a maritime authority.

    It would seem normal for the merchant navy communitythat you make your excuses

    publicly for your comments. Should the opposite occur, do not be surprised if the

    French, European and worldwide merchant navies are of the opinion that you are not

    the right man for the job”.

    So now, dear colleagues, you know how you are considered by the French Naval Administration. Not necessary to invoke fatigue or small crew, for the Administration you are only drunks. This is not a joke. What a pity!!!

    Last summer AFCAN made a press release after the article in a Britton newspaper in

    which journalists spread information originating from social networks: The dis-

    appearance of a sailing boat off Portugal’s coast could have been linked to the broadcast

    of a football match that OOWs would have been watching instead of keeping the watch.

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    The themes for European Shipping Week 2017 have been formally announced with the competitiveness of European shipping globally and the strategies being developed by the European Union and its respective bodies to foster that competitiveness sitting at the heart of the week’s events and debate. Digitisation and modernisation of the policy framework are indispensable for the maritime sector to become even more quality oriented, sustainable and competitive in the years ahead. These are also the policy priorities outlined by the European Commission in view of recent developments in the sector and of progress in the implementation of the 2009 EU Maritime Transport Strategy. Next year’s European Shipping Week, to be held in Brussels from Monday February 27th to Friday March 3, will offer the ideal platform for both industry and regulators to come together to debate and agree a pathway of these and other issues moving forward. ESW17 will fall under the Maltese Presidency of the European Union and Valetta has already announced that it will focus its maritime agenda on migration and the Mediterranean. Decarbonisation of shipping will also come under discussion during the week, either in the context of the flagship conference to be held on Wednesday March 1st or through a dedicated event. Welcoming the announcement of the week’s theme, Patrick Verhoeven, Secretary General of the European Community Shipowners’ Associations (ECSA), said representatives from the European Commission, European Council of Ministers and the European Parliament together with senior representatives from the European and global ship owning, chartering, ship management, legal, banking and maritime services sectors would be present in force. “It is not often industry gets the chance to discuss such key issues with such high level law-makers. To accommodate both the short and longer term agenda for EU shipping policy, it is proposed that the main conference works around a format that alternates plenary sessions on major political questions with break-out sessions that go more in-depth into the concrete topics of the EU shipping policy framework that is taking shape as a result of the mid-term review of the EU Maritime Transport Strategy. The breakout sessions will especially emphasise the strategic angle and the overall policy objectives,” he stressed. The European Commission, through DG MOVE, has endorsed the European Shipping Week 2017 and formal patronage is already being sought from it as well as the European Parliament and the Council of Ministers.


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    The initiative, which was started in 2015 by the European Community Shipowners’ Associations (ECSA), will be run by a Steering Group made up of Europe’s main shipping organisations as well as the European Commission and Shipping Innovation. The shipping organisations involved on the Steering Group include: ECSA; Cruise Lines International Association (CLIA) Europe; European Community Association of Ship Brokers and Agents (ECASBA); Interferry; the European Dredging Association (EuDA); the World Shipping Council (WSC), the European Transport Workers’ Federation (ETF), the European Tugowners’ Association (ETA) as well as the European Maritime Pilots Association (EMPA). Other European shipping associations may also be invited to support the initiative and hold relevant events during the week. The European Shipping Week will be held in Brussels during the week of February 27th – March 3, 2017 when shipping industry leaders from Europe and around the world will descend on Brussels to meet and network with top legislators from the European Commission, European Parliament and the Council of Ministers.The week‐long series of high level events will bring together the major players in the shipping industry. More information about the European Shipping Week 2017 is available at www.europeanshippingweek.com ESW is organised by Shipping Innovation – the driving force behind the highly successful London International Shipping Week (LISW). For Further Information Please Contact: Elaborate Communications Sean Moloney/ Victoria Leporiere +44 (0) 1296 682124 ECSA Patrick Verhoeven / Karoliina Rasi +32 2 510 61 26 SHIPMASTER’S BUSINESS SELF-EXAMINER

    The Nautical Institute recently published an updated edition of the book entitled “The Shipmaster’s Business Self-Examiner”. Author is Malcolm Maclachlan FNI. The tenth edition of this popular guide has been completely revised and expanded to take account of the latest changes to maritime regulations and procedures. It is an invaluable reference for all who need to understand the fundamentals of business and law as they affect the day-to-day management of a commercial ship. Designed primarily as a study aid for Master’s Orals, the book is also used by OOW and Chief Mate students and has drawn the praises of many successful Orals candidates in the UK and overseas. Addressing candidates in the foreword to the book, the MCA’s former Chief Examiner, Claude Hamilton, wrote: “You have to be well prepared and able to show the examiner that you are competent.” Careful study of “The Shipmaster’s Business Self-Examiner” will ensure that the candidate is indeed well prepared and can face the MCA examiner

    with confidence. More than 4,200 questions and answers are set out in nine logically arranged sections, covering Maritime treaty instruments, The flag state and its laws, The ship owner, manager and operator, The ship, Master and crew, The ship’s employment, Marine insurance, At sea and In port. The author, Malcolm Maclachlan FNI, is a former Shipmaster and ex-maritime college lecturer with more than 25 years’ experience in preparing students for MCA examinations.“The Shipmaster’s Business Self-Examiner” (ISBN 978-906915-35-3-7) is issued as an A4-softback and counts 373 pages. The book costs £60. The book can be bought from the better bookshop, or one can contact The Nautical Institute, 202 Lambeth Road, London, SE1 7LQ, UK. Tel. +44.(0)20.7928.1351, Fax +44.(0)20.7401.2817, [email protected] , Web: www.nautinst.org .


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    Concerning the Piloting of large vessels , it is with great interest that we recall Captain Lettich’s article in CESMA news October 2015, “Keeping up with sizes”. This is proving to be a very topical subject for debate not least amongst pilots, masters and harbour authorities. The Irish Institute of Master Mariners are jointly hosting a pilot conference at the National Maritime College of Ireland on the 3rd & 4th of November this year. With our partners the Nautical Institute (Ireland branch), Port of Cork, & NMCI Ports, we are endeavouring to bring together the wider maritime community offering a forum whereby piloting issues can be discussed. Speakers will be addressing a number of topical piloting issues such as:

    · Safe towage & “Tugnology” · Azimuth propulsion systems · Master/Pilot exchange- the CSMART Philosophy · The master’s perspective on handling large containerships · Portable Pilot Units

    The conference starts at lunchtime on the 3rd November and finishes at lunchtime on the 4thNovember. It may be of interest to CESMA members considering the topics for presentation and discussion strike a chord with a number of the articles in recent CESMA news. (Captain Sinead Reen)

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    Accession by Finland has triggered the entry into force of a key international measure for environmental protection that aims to stop the spread of potentially invasive aquatic species in ships’ ballast water. The accession by Finland brings the total tonnage of contracting states to 35.14% passing the 35% threshold which had seemed so hard to reach, including in November last year when Indonesia ratified but it later turned out its fleet was smaller than documented. It brings to an end 12 years of uncertainty as to when the regulation would come into force but deep concern will remain from ship owners over the approval of systems.

    The International Convention for the Control and Management of Ships’ Ballast Water and Sediments (BWM Convention) will enter into force on 8 September 2017, marking a landmark step towards halting the spread of invasive aquatic species, which can cause havoc for local ecosystems, affect biodiversity and lead to substantial economic loss. Under the Convention’s terms, ships will be required to manage their ballast water to remove, render harmless, or avoid the uptake or discharge of aquatic organisms and pathogens within ballast water and sediments

    “The spread of invasive species has been recognized as one of the greatest threats to the ecological and the economic well-being of the planet. These species are causing enormous damage to biodiversity and the valuable natural riches of the earth upon which we depend. Invasive species also cause direct and indirect health effects and the damage to the environment is often irreversible. The entry into force of the Ballast Water Management Convention will not only minimize the risk of invasions by alien species via ballast water, it will also provide a global level playing field for inter-national shipping, providing clear and robust standards for management of ballast water on ships.”

    The BWM Convention was adopted in 2004 by the International Maritime Organization (IMO), the United Nations specialized agency with responsibility for developing global standards for ship safety and security and for the protection of the marine environment and the atmosphere from any harmful impacts of shipping.


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    IMO has worked extensively with the development of guidelines for the uniform implementation of the Convention and to address concerns of various stakeholders, such as with regards to the availability of ballast water management systems and their type approval and testing. Shipboard ballast water management systems must be approved by national authorities, according to a process developed by IMO. Ballast water management systems have to be tested in a land-based facility and on board ships to prove that they meet the performance standard set out in the treaty. These could, for example, include systems which make use of filters and ultra violet light or electro chlorination. Ballast water management systems which make use of active substances must undergo a strict approval procedure and be verified by IMO. There is a two-tier process, in order to ensure that the ballast water management system does not pose unreasonable risk to ship safety, human health and the aquatic environment.

    Final voyage of the "Costa Concordia"

    CESMA LOGBOOK (2016 – 3) We were represented at the following occasions: 03 Aug Barendrecht Interview new container weighing system 08 Sep The Hague Visit Port State Control (Paris MOU) 14 Sep Brussels SAGMAS 23 Sep Genoa Seminar USCLAC, seafarers’ early retirement 28 Sep Brussels Motorways of the Seas conference 03 Oct Nantes HumanSea Marisk seminar 04 Oct Nantes Human Sea Marisk seminar

    On the front page: The beautiful city of Athens, premises for the 2016 Safety4Sea conference, which CESMA attended. Captain Radhika Menon, first woman to receive IMO award for bravery at sea. “Harmony of the Seas” (Royal Caribbean), the largest cruise ship afloat (built in the EU, France).

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    FROM THE EDITOR The UK Hydrographic Office (UKHO) has called for ship owners, operators and managers to

    exercise greater vigilance in order to tackle the rise in ECDIS-related detentions of vessels and the risks of safety at sea. With a growing majority of the global fleet having completed the switch to digital navigation, evidence is emerging that the number of ECDIS related issues during inspections and audits is on the rise. Many deficiencies point to the lack of familiarisation of crewmembers in the use of ECDIS.

    The Missions to Seafarers has offered to assist Hanjin Shipping in providing welfare support to their 2.500 seafarers on board 97 container ships which are sometimes refused harbour entrance due to the financial crisis in the company. In some cases, ships run out of provisions, fuel or water. Seafarers will be very anxious and their families at home will be concerned and distressed.

    The Monitoring, Reporting and Verification (MRV) regulation aims to quantify and reduce CO2 emissions from ships and will create a new kind of benchmarking system in Europe. Classification society DNV GL has prepared an overview of how the MRV regulation will affect the maritime industry an what shipping companies need to do to achieve compliance. It will certainly affect activities and life on board with more paper- and reporting work to be expected, including direct CO2 measurements during time at sea.

    An NVKK/CESMA delegation recently visited the Paris MOU secretariat in The Hague, the Netherlands. The initial reason was a request of an officer of the World Maritime University (WMU) in Malmoe Sweden who is working on a study on Paris MOU activities but we took the occasion to ask questions about difficulties which have arisen during inspections between ship officers and inspectors of Port State Control. We were assured that everything is being done from the PSC side to prevent these exceptions by organising courses to be attended by inspectors which aim at improving human relations. We assured the Secretary of Paris MOU, Mr. Richard Schifferli, that shipmasters in CESMA support the work of Port State Control as it contributes to maritime safety from which we all benefit.

    CESMA has cooperated in roundtable discussions in the Italian city of Genoa at the invitation of associate member association USCLAC. The subject of discussions was the heaviness of the seafaring profession and the respective age of pension for seafarers. It appeared that in almost every EU country we have different conditions which do not match with the before mentioned contents of the seafaring profession. Speakers came from (Italian) ship owners, trade unions, Collegio Capitani, lecturers from universities and the Italian administration. More in the next (December) issue of the CESMA News.

    There is a new marine equipment directive applicable to manufacturers of marine equipment to be fitted to ships, flying an EU flag. The so called MED applies to all ships whose safety certification is issued by or on behalf of EU Member States. The current Directive (96/98/EC) is being repealed and replaced by the new Directive(2014/90/EU) from 18 September 2016.

    The theme of the World Maritime Day on 29th September was aiming at the importance of the maritime industry in the world. The theme: Shipping is indispensable to the world.

    Carnival Cooperation has signed a framework agreement with Shell Western BV to power AIDA and Costa Cruises brands with fuel for two new LNG-powered ships, expected to be launched in 2019, with itineraries visiting northwest European and Mediterranean ports.

    European Maritime Day is the annual meeting point for Europe’s maritime community to network, discuss and plan joint action. The 2017 conference and exhibition will be held on 18/19 May in Poole, UK. An info meeting for EU maritime stakeholders will take place in Brussels on 25th October at the British Embassy.

    InterManager, the shipmanagement association has appointed Mr. Bjorn Jebsen as its president. He is a strong believer in the overall objective of Intermanager which is to improve the image of shipping, the position of ship managers and to support the careers of seafarers.

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    MEMBER REPR CAPT. W.VON PRESSENTIN TEL: 0049 40 384981 VDKS PALMAILLE 29 FAX:0049 40 3892114 GERMANY 22767 HAMBURG E-MAIL: [email protected] MEMBER REPR CAPT. B. DERENNES TEL: 0033 2 98463760 AFCAN RUE DE BASSAM FAX: 0033 2 98468361 France 29200 BREST E-MAIL: [email protected] MEMBER REPR CAPT. F. VANOOSTEN E-MAIL:[email protected] ACOMM/AENSM 201 RUE RENE CASTELIN HSM/ France 59240 DUNKERQUE MEMBER REPR CAPT. L.J.H. GEENEVASEN TEL: 0031 512 510528 NVKK WASSENAARSEWEG 2 NETHERLANDS 2596 CH THE HAGUE E-MAIL: [email protected]

    mailto:[email protected]

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    MEMBER REPR CAPT. M. CAROBOLANTE TEL: 0039 040 362364 CTPC VIA MAZZINI 30 FAX: 0039 040 362364 ITALY 34121 TRIESTE E-MAIL: [email protected] MEMBER REPR CAPT. G. LETTICH TEL: 0039 010 2472746 CNPC VICO DELL’ AGNELLO 2/28 FAX: 0039 010 2472630 ITALY 16124 GENOA E-MAIL: [email protected] MEMBER REPR CAPT. C. TOMEI TEL: 0039 010 5761424 USCLAC VIA XX SETTEMBRE 21/10 FAX: 0039 010 5535129 ITALY 16121 GENOA E-MAIL: [email protected] MEMBER REPR CAPT. D. SAVINO TEL: 0039 3483365010 IYM MOLO CENTRALE BANCHINA PORTO ITALY 17025 LOANO (SV) E-MAIL:[email protected] MEMBER REPR CAPT. M. BADELL SERRA TEL:/FAX 0034 93 2214189 ACCMM CARRER ESCAR, 6-8 MOB.: 0034 680321138 SPAIN 08039 BARCELONA E-MAIL: [email protected] MEMBER REPR CAPT. B.BAERT TEL 0032 3 6459097


    MEMBER REPR CAPT. B. KAVANAGH TEL: +353 214970637 IIMM NATIONAL MARITIME COLLEGE IRELAND RINGASKIDDY / CORK E-MAIL:[email protected] MEMBER REPR CAPT. G. RIBARIC TEL(GSM): +386 31 375 823 ZPU OBALA 55 SLOVENIA SI - 6320 PORTOROZ E-MAIL: [email protected] MEMBER REPR CAPT. D. DIMITROV TEL : +359 52 683395 BSMA 17 PANAGYURISHTE STREET E-MAIL : [email protected] BULGARIA 9000 VARNA [email protected] [email protected] MEMBER REPR CAPT. J. SPRIDZANS TEL: +371 67099400 LKKA TRIJADIBAS STREET 5 FAX: + 371 67323100 LATVIA RIGA, LV-10 48 E-MAIL: [email protected] MEMBER REPR CAPT. I. KUCICH E-MAIL: [email protected] UKPTM TRG PAPE ALEKSANDRA III,3 CROATIA 23000 ZADAR - HRVATSKA MEMBER REPR CAPT. V. RADIMIR E-MAIL : [email protected] UPKCG PELUZICA b.b TEL : +382 32 304 672 MONTENEGRO 85330 KOTOR FAX :+382 325 107 MEMBER REPR CAPT. J.LIEPUONIUS E-MAIL : [email protected] LCC AGLUNOS g.5 TEL : mobile +37069875704 LITHUANIA KLAIPEDA/ LT- 93235 MEMBER REPR CAPT. J. TEIXEIRA E-MAIL :[email protected] SINCOMAR CAIA DE ROCHA TEL: +351 213918180 PORTUGAL CONDE D OBIDA ARMAZEM 113 1350 352 LISBON

    mailto:[email protected]:[email protected]:[email protected]:[email protected]