1

CESMA NEWS DECEMBER 2016 THE EUROPEAN UNION SHIPMASTER INFORMATION CHRONICLE

CONFEDERATION OF EUROPEAN SHIPMASTERS’ ASSOCIATIONS

SECRETARIAT: MUNTPLEIN 10 TEL: 0031 650275519 NL-1012WR AMSTERDAM TEL: 0031 206253515 THE NETHERLANDS E-MAIL: cesma-eu@introweb.nl

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: hubert.ardillon@afcan.org FRANCE hubert.ardillon@orange.fr

DEP.PRESIDENT: CAPT. R. SUREZ MOB : 00393386487598

PORTO SAN ROCCO E-MAIL : rsurez@libero.it STRADA PER LAZZARETTO NR. 2 rsurez71@gmail.com 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 : zpu.slo@siol.net SLOVENIA jrg.ribaric@gmail.com GEN.SECRETARY: CAPT. F.J. VAN WIJNEN TEL: 0031 182 613231

JUNOLAAN 10 MOB:0031 650275519 2741 TJ WADDINXVEEN

THE NETHERLANDS E-MAIL: cesma.vanwijnen@planet.nl HON.TREASURER: VACANCY HON.VICE PRESIDENT: CAPT. R. SERRA CAPT. W.VON PRESSENTIN HON.MEMBERS: CAPT. H.B. BOER ADVISORS

CAPT. J. CHENNEVIERE PROF. J. SPAANS CAPT. J-D. TROYAT CAPT. J-D TROYAT

CAPT. G. KIEHNE CAPT. W. MUELLER CAPT. J. JUAN TORRES

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

2

INVEST IN TRAINING TO SUSTAIN THE SHIPPING INDUSTRY

Training centres worldwide are struggling to provide the education needed by the shipping industry for the future. They are finding it tough to train seafarers for the existing fleet, but with the growing number of ships their struggle will grow.

InterManager president Mr. Bjørn Jebsen highlighted the issue at a recent crewing conference in the Philippines. He said the problem is exasperated by owners cutting costs during the current shipping downturn.

“We can assume that the world fleet will continue to grow, which means an increased requirement for skilled and competent seafarers,” Mr Jebsen said. “Shipping companies are cutting costs and may not make the required investment in manpower for the future”.

He added: “This is being seen through maritime schools, which are struggling to provide the education to give young

people the training they need to develop the skills and competence our

industry requires. We must work together to address a maritime education system that is struggling to meet even the existing requirements.”

The International Chamber of Shipping (ICS) urged ship owners and managers not to cut training during the downturn. ICS chairman Esben Poulsson said companies should continue to invest in seafarer training to meet the future needs of the industry. He commented: “Companies must have an eye to the future and consider that significant growth in shipping could return within the next five years. Employers must recognise that decisions made in these difficult times should not inhibit the future sustainability of the industry. Investment in training and recruitment is an essential part of assuring good industrial health.”

Mr Poulsson highlighted the need for ship owners, maritime administrations and training providers to continue to work together to ensure full compliance with the new Standards of Training, Certification and Watchkeeping (STCW)regime, that takes full effect in January 2017, so as to prevent any disruption to the operation of the world fleet due to any lack of seafarers holding appropriate certification.

During its last Annual General Assembly in Cork, CESMA has also asked for a continuation of efforts to interest young Europeans for a career at sea. It also asked attention for the level of training and education of seafarers to cope with the further digitalisation and technical developments in the shipping industry. To guarantee the quality of future ship officers, ship owners and operators should also provide sufficient practical training facilities on board their vessels and therewith ensure the shipping industry with sufficient and well trained staff in the future.

Mr. Bjorn Jebsen

3

IMO DEFINES EMISSION POLICY FOR THE NEXT YEARS The 70th meeting of the IMO Marine Environment Protection Committee (MEPC70) took place between 24th and 28th October in London. During these negotiations, member states reached a series of agreements which will define the sustainability of shipping in the years to come. IMO members agreed to establish a cap on sulphur emissions, a strategy to curb greenhouse gases in the medium term or a reduction of nitrogen emissions in the Northern and Baltic seas. A 0.5% Sulphur Cap, the biggest decision taken during the negotiations, was the institution of a worldwide shipping sulphur cap. This decision shall reduce the contribution of the sector to the worlds´ air pollution from 5% to 1.5%. The reduction will save thousands of lives in the coming decades,

especially among workers of the maritime and port industries and people living in port cities. This step represents an important cut from the 3,5% m/m global limit, currently in place, to a to 0,50% m/m. This measure will push the shipping and oil industry to use and produce cleaner fuels before the end of the transitional period in 2020. Ships will be able to meet the requirements by using low-sulphur fuel oil or other approved equivalent methods, such as exhaust gas cleaning systems. On further decisions on CO2 reduction and roadmap MEPC70 reached an agreement on an initial strategy to reduce shipping CO2 emissions. The text approved on

the evening of the 29th October includes the adoption of new mandatory requirements to collect fuel oil consumption data. This mandatory data collection scheme will help IMO policy makers to collect and analyse information, which will be vital for a CO2 reduction strategy. Under this new framework, as of 2019, ships of 5.000 gross tonnage and above will have to collect consumption data for each type of fuel they use. These vessels account for approximately 85% of CO2 emissions from international shipping. Furthermore, the MEPC70 also adopted a roadmap to produce a strategy for CO2 emissions. An initial plan is expected to be negotiated during next year and adopted by 2018. The IMO should develop a comprehensive GHG reduction strategy between this year and 2023 and thus, provide a long-term vision of the shipping sector. Nitrogen emissions and heavy fuel phase out in the Arctic The MEPC70 meeting also agreed on other issues such as a limit to Nitrogen Oxide (NOx) emissions from ships in the Baltic and North Seas. The agreement is in line with the positions taken by North Sea and Baltic Sea countries and the European Commission. NOx is a major source of airborne deposition of nitrogen, which aggravates eutrophication, one of the main problems in the North and Baltic seas. The resolution will likely increase the use of green shipping technology and alternative fuels. Moreover, MEPC70 made also progress towards phasing out the use of heavy fuel oil in the Arctic. Several Arctic countries and IMO Secretary General, Mr.Kitack Lim, agreed on the need to consider the risks and to adopt a strategy to phase out HFO in the Arctic. Concrete proposals on this subject are expected at the next MPEC meeting in the spring of 2017. Concerning ballast water, the International Ballast Water Convention met its entry into force conditions in September this year when Finland joined the group of 52 states which had ratified the treaty. Thus, the Convention will enter into force at a global level on 8 September 2017. During the MEPC70 a revised ballast water system type approval guideline (G8) was approved. (Source: ETA)

MEPC70 AT IMO, LONDON

4

NATO ENDS ANTI-PIRACY MISSION IN INDIAN OCEAN

NATO has ended its Operation ”Ocean Shield” after a sharp drop-off in attacks by Somali pirates. The NATO operation had been one part of a highly successful coordinated international response to the threat of piracy that also included the European Union, the United States and other independent nations.

During its peak, piracy off the Horn of Africa had an economic impact of $7 billion, with more than 1,000 hostages taken. There hasn’t been a successful piracy attack since 2012, down from more than 30 ships at the peak in 2010-11. The NATO planes flew from the Seychelles. “They have been giving a lot of assistance to us regarding the piracy issue,” said Colonel Simon Dine, a commander with the Seychelles Coast Guard. “They assist us in training with the Seychelles Coast Guard and the Seychelles People’s Air Force, which has given us a great help

Dutch frigate “HMS TROMP” conducting counter piracy patrol to assist in maintaining security close to the Somali coast, showing for EUNAVFOR presence. of Seychelles’ territorial waters. It’s sad for them to go back, but we are looking forward to continue to work with good relationship for the future.” The commander of the Danish air force detachment that carried out the last mission emphasized that NATO can resume its anti-piracy efforts at any time - whether in the Somali basin or the Atlantic Ocean. NATO is now shifting resources to deterring Russia in the Black Sea and people smugglers in the Mediterranean. NATO's spokesman Dylan White said in a statement that the global security environment had changed dramatically in the last few years and that NATO navies had adapted with it. After more than a decade of NATO-led operations far beyond its borders, the military alliance is shifting its focus to deter Russia in the east, following Moscow's 2014 annexation of Ukraine's Crimea peninsula. Earlier this month, NATO broadened its operations in the Mediterranean to help the European Union stop criminals trafficking refugees from North Africa (source: voice of America)

5

CHANGES AND CHALLENGES ARE TOUGH ON THE WORLD’S SHIP MASTERS

Bullying, micro-management of his activities and the threat of going to jail while doing his job, remain major pressures for Masters of merchant ships - and the situation is getting worse. ‘Masters Under Attack – Authority and Responsibility in an Age of Instant Access’ was the topic discussed by an expert panel at the Cadwallader Debate, organised by the London Shipping Law Centre (LSLC), at Drapers’ Hall, London which CESMA attended.

left to right: Michael Chalos, Jeff Lantz, Faz Peermohamed, Chairman of the panel: Lord Clarke of Stone-cum-Ebony, Michael Kelleher, Debate Moderator Capt Kuba Szymanski, Secretary General at InterManager

The panel, chaired by Lord Clarke of Stone-cum-Ebony, consisted of Debate Moderator Captain Kuba Szymanski, Secretary General of InterManager and a company of experienced and well known experts in the maritime industry: Mr. Michael Chalos, Partner at K&L Gates LLP (New York), Mr. Michael Kelleher, Director at West of England P&I Club, Mr. Jeff Lantz, Director of Commercial Regulations and Standards at the US Coast Guard; and Mr. Faz Peermohamed, Partner and Head of Global Shipping at Ince & Co. Whenever there is an accident in the United States, Masters face the possibility of going to jail just for doing their job, according to Mr Chalos, addressing the packed hall of maritime professionals. He said: “If you are the Captain and you have an accident and a spill, you are liable. It’s that simple. It’s very hard to defend such cases. Every Master who comes into the US, faces the possibility of going to jail after an accident. The same thing is happening around the world. “With high visibility, press and politicians get involved and Captains get charged and convicted. They are sometimes held for an inordinate amount of time, while the authorities investigate and pursue the matter.” With the rise of modern technology onboard, Mr Chalos pointed out that “every crew member becomes an agent for the US Government,” given the considerable incentive offered to whistle blowers. “They have these cell phones and modern technological equipment. If a Chief Engineer does something illegal, these guys record and film what’s going on. They then turn the material over to the US authorities and get 50 per cent of any fine. We always thought the Master was safe from being prosecuted in these circumstances,” Mr Chalos said. Mr Peermohamed referred to Masters as the “poor relations,” at the event held on 26th October. He asked: “Does the perception reflect quality? Is the Master truly under attack? Do the commercial pressures on the Master impinge more significantly than previously? Are the legal burdens on the Master more significant than before? Is there bullying? Is there interference by the authorities?

6

Is criminalisation on the rise? “Sadly, having been involved in many significant casualties, I have to tell you that the perception is indeed the reality in many parts of the world. Masters are often treated as poor relations. In my view, their treatment is different to that, which would be afforded to an airline pilot in similar circumstances.” He asserted that Masters’ activities were sometimes being micro-managed, leading to a lack of trust. Mr Lantz spoke about how Masters’ responsibilities had become more shared with others over the years. He said: “The burden of the Master is higher than that of other ship entities in the management operation chain. However, there are now laws and regulations which spread that authority and responsibility.” Mr Kelleher highlighted the role P&I Clubs play. He explained how clubs were wary of providing specific financial support for Masters in the early stages of a case as the authorities’ intentions and the culpability of parties involved were by no means clear. Clubs could protect Masters more by providing training for members to assist them in learning lessons from events – even near misses.

CARNIVAL MARITIME EXTENDS MONITORING SERVICES TO 37 VESSELS

The FOC monitors and supports 37 cruise vessels 24 hours a day

Carnival Maritime’s Fleet Operation Center (FOC) is to extend its monitoring services to cover 11 cruise ships in Carnival Corporation’s P&O Cruises, Fathom and Cunard Line brands. Based in Hamburg, Germany, Carnival Maritime was founded in 2015 to serve as the marine service unit for the Costa Group.

7

Until September 2016, the organisation provided real-time digital support, surveillance and route planning services to cover all of the technical, nautical and safety aspects related to the 26 vessels in the Costa Cruises, Costa Asia and AIDA Cruises brands. The FOC, which operates 24 hours a day and is staffed by 14 officers on a rotational basis, now monitors and supports 37 ships for Carnival Corporation. If safety concerns arise onboard one of the 37 cruise vessels, the on-duty nautical officers can provide risk and crisis management, as well as route planning support. It is hoped that by using real-time technical surveillance and data analysis, the brands could share best practices, leverage economies of scale to reduce costs, and develop innovative environmental and efficiency projects. “With additional manpower and expertise, we will improve our speed to achieve our goal of service improvements towards brands and fleet as well as optimisation of our working procedures,” said Lars Ljoen, managing director of Carnival Maritime. Carnival Maritime has also introduced a new Nautical Department, which will be headed by Keith Dowds, vice president of nautical operations. The department will provide even better tactical support and professional guidance in relation to the nautical operations of each fleet. “The main premise behind the new Nautical Operations department is that we are continuously seeking to improve and share information and best practices across the fleets,” said Dowds. “We provide extra nautical expertise also to the brands. This will give us enormous benefits, for example when it comes to the deployment of the ships, their energy efficiency and port costs. source: cruiseandferry

Latest IMO’s Maritime Safety Committee 97th Session, held late November, addressing STCW deadline problems. The MSC 97 noted that the transitional arrangements for implementation of the 2010 Manila amendments to the STCW Convention and Code end on 1 January 2017.

However, there was concern that some Parties may not be in a position to issue STCW certificates in accordance with the requirements of the Convention by 1 January 2017.

It was agreed that a practical and pragmatic approach should be taken during inspections, for a period of six months (i.e. until 1 July 2017), to allow flexibility in cases where seafarers are unable to provide certificates that were issued in compliance with the 2010 Manila Amendments.

The MSC agreed to issue a circular on Advice for Parties, Administrations, port State control authorities and recognized organizations on action to be taken in cases where not all seafarers carry certificates and endorsements meeting the 2010 Manila Amendments to the STCW Convention and Code from 1 January 2017.

8

PILOTAGE TODAY AND INTO THE FUTURE

“This was unique” just one of the many positive comments we received from delegates attending PTFC16. The Conference brought together pilots, harbour masters, pilotage superintendents, tug operators, admiralty lawyers, ship owners, P & I Club representatives, Irish Naval Service officers, maritime lecturers and students focussing on the rapid change in shipping, tug technology and the master pilot relationship in a few short years.

It was both a fascinating and compelling conference, both in the diversity of speakers and delegates. It was a privilege to hear so many first class speakers and to participate in the robust discussions they generated between delegates. There were some excellent and thought-provoking key-note presentations covering the relationship of Ship masters and their bridge teams with harbour pilots when they pilot ships, the training of pilots and their communication with tug skippers and the use of portable pilots units. We also heard from some of the latest developments at the cutting edge of Azipod technology and the development of ship handling skills to maximise their potential.

Day one started off with the Chair, Captain Brian Sheridan, Harbour Master of Galway, introducing Captain Sinead Reen, President of the Irish Institute of Master Mariners. Her welcome speech congratulated the delegates for travelling far and wide and was confident that the PTFC16 would meet their expectations. The first key note speaker was Captain Don Cockrill, Secretary General of the UKMPA on Pilots and Tugs. The focus was on keeping speed down and communication clear between pilots and tug skippers. The chair neatly summed this up by recounting a story of a pilot saying to a tug skipper “give the horse more hay” as a way of stating more power to be applied. This brief moment of levity, highlighted the lack of a universal code of practice governing communication between pilots and tugs, often within the same jurisdiction. Next up was Rod Maclennan, Loss

Prevention Executive from North of England P&I Club, highlighting the importance of good communication between bridge teams and pilots. He also reminded delegates that junior officers were the future masters and pilots of tomorrow and they needed to be mentored in order to ensure valuable experience is not lost. This led to an interesting debate on the challenges and expectations of masters from pilots when they board. After coffee, Mr. Hans Hederstrom, Managing Director of CSMART, delivered a fascinating, and at times, very controversial speech on the CSMART Philosophy on the Master/Pilot relationship. This led to a very robust debate amongst delegates and speakers requiring the chair to interject at times. This really was an excellent discussion with many valid points raised which continued to dominate proceedings even at the delegates’ dinner later that evening. All in all, a very successful day which unfortunately the chair had to concluded too early. On day two, Captain Bill Kavanagh Senior Lecturer at NMCI, assumed the role of Chair and introduced Captain Aidan Fleming, Port of Cork Harbour Pilot, the first speaker of the day. He gave a concise and very interesting outline of the azipod design and, on his and on the Port of Cork’s efforts to learn and understand how to use the technology to its maximum effect outlining that there is still very little known about their operation. He highlighted that cruise liners are getting bigger and use this technology extensively. This led to a technical discussion on the benefits and the challenges for the future design of the port to cope with these larger vessels.

Captain Brian Sheridan

9

We were then introduced to Captain Soren Thuen, Marine Manager Maersk Group, and Captain John Jensen, Ship Master from Maersk, to discuss ship handling of Ultra Large Container Vessels. They outlined the significant challenges of handling UCLS’s and of the importance of pilotage authorities in recognising and prioritising their arrival, and once on board for the pilot to keep the bridge team fully briefed on the movement of other traffic and on what tugs are engaged in. This led to a further discussion on communications between pilots and the shipmaster/bridge team. The chair then introduced the last speaker, Captain Chris Griffiths, a Pilot on the Medway. He gave an interesting per spective on the use of the latest technology to assist pilots also known as Portable Pilot Units (PPU). He outlined that it raised the stan-dard of pilotage to another level, enhancing safety and efficiency in ship manoeuvring

within the port but used wrongly, could create problems as well. This led to an interesting debate on the use and limitations in technology. All too soon the chair ended proceedings and invited Captain Sinead Reen to close the seminar. She summarised the conference as a great success with communications between ShipMasters/ bridge teams and pilots as a vital component of a successful pilotage, on the need for a universal code of communication for pilot and tug skippers and of the continuing need to evolve bridge resource management in pilotage areas.

We now turn our attention to planning PTFC workshops in 2017, which, I am confident, will carry on the great work of PTFC16. If your business is in maritime pilotage, ports or shipping then you need to attend so as not to miss out. We look forward to seeing you there - dates and venue tbc in early 2017. Four leading maritime organisations in Ireland combined to host PTFC16 – the Irish Institute of Master Mariners; the Nautical Institute (Irish Branch); NMCI Ports and the Port of Cork Company.

The lead organisation in PTFC16 is the Irish Institute of Master Mariners. It promotes maritime safety both domestically and internationally and its membership is made up of certified ship masters employed at sea and in maritime related industry.

(Capt. Sinead Reen)

Captain Reen and the speakers

10

DIGITISATION DRIVES FUTURE SHIPPING INNOVATION

Digitisation of vessels and fleets will be the main driver of innovation and business in shipping for the next 10 years, according to class society DNV GL. It predicts further deployment of sensors across fleets of ships, greater levels of remote internet connectivity and developments in data analytics in the future.

DNV GL principal researcher, group leader for energy efficiency and fuels Christos Chryssakis expects all classed ships to be connected to broadband communications over satellite within five years. He said this is enabling increasing numbers of ships to be connected to remote diagnostics services. “We will have control centres for fleets of vessels and the information will improve operational efficiencies,” he said. “This can help us move towards more remote monitoring, diagnostics and operations. Digitisation is one of the biggest drivers.”

He predicted that complete vessel management systems will be run by software, which means assuring the reliability and robustness of software will become increasingly important. Digitisation will also lead to more onboard automation and autonomous operations. Other technical drivers that DNV GL predicted included: condition-based maintenance and inspection replacing periodic maintenance of machinery, and development of the digital twin of ships for technical lifecycle management and further design improvements. These predictions were within DNV GL’s Technology Outlook 2025, which the class society published.

by Martyn Wingrove

11

WORK AT SEA UP TO 75 YEARS OF AGE?

in Europe with no limits Convention on rights denied to seafarers

In Italian law, there is a list of requirements by which a profession can fall into the category of so-called "strenuous work" (where these are particularly hard and heavy, with night shifts and other special features). The inclusion in this category gives the right to early retirement. The maritime work has been qualified as "strenuous" for only six years: from 1993 to 1999, after which a ministerial decree has cancelled it.

On this topic, USCLAC/ UNCDiM/ SMACD organized a round table confe-rence in Genoa on 23d September 2016, with the will to revive the debate, in order to return to seafarers a right denied. Invited at the conference were Captain Giovanni Lettich, president of Collegio Nazionale Capitani L.C. e M. (an affiliate of CESMA

since 1997), Captain Fredrik J. van

Wijnen, general secretary of CESMA, (Confederation of European Shipmasters’ Associations), along with other experts on the issue. Also Admiral Giovanni Pettorino, commander of the port of Genoa and Port Authority commissioner, was present and opened the meeting. Admiral Pettorino recalled how, by deleting the Ministry of Merchant Shipping, with the separation of powers in several ministries, arose the great difficulty of

not even having a precise interlocutor on issues relating to maritime labour. The lack of clarity of the law and the difficulties of interpretation accompany this situation. According to Admiral Pettorino, today there is actually the danger of putting out of action an entire category that faces many obstacles, from the first entry into the world of work. The abolition of Nautical Institutions and excessive bureaucracy are added to an already compromised situation. “An entire wealth of knowledge is at risk, concluded Admiral Pettorino, that we must not lose, but rather protect.”

The panel during discussions

Adm. G. Pettorino

12

Captain Giovanni Lettich, president of the Collegio Nazionale Capitani L.C. e M, emphasized that, among the parameters that identify a job as strenuous, all the contexts in which seafarers are forced to work, such as marine weather conditions that may impact negatively on the moments of rest, the changes in temperature (in some areas up to 50 degrees on the bridge), the time zone change (think that travelling from the Mediterranean to the Far East in 9 days, there are seven changes of time).are not even taken into account. “In Italy, Lettich said, the sea is not included in the Workers' statute: the asbestos issue did not concern them, a welfare support position where for example dispatchers have been included, but not seafarers, no redundancy fund, no early retirement. Not to mention the professional refresher courses for which seafarers pay out of their own pockets. We, at the Collegio, are still awaiting a reply to the bill for tax exemption, namely to deduct the cost of these courses at least from taxes. Now it seems that a member of parliament has caught our proposal, drawn up thanks to a legal staff of excellence. The resources that the Italian State should allocate in our case would represent about a tenth compared to gigantic investments like the 10 million euro for training of lorry drivers..... We recall that in the maritime sector, training is required. Failing it, professional certificates will be lost. A radical amending legislation on qualifying certificates has forced seafarers to adapt to these rules.

The international overview on the subject was offered by Captain Fredrik J. van Wijnen, general secretary of CESMA, which includes eighteen national associations, representing fifteen countries in Europe. The retirement age for seafarers varies from country to country. The initiative to join together and bring forward the discussion on lowering this limit, might work at European political level. In Brussels and at EMSA in Lisbon, according to Van Wijnen, this could be a point of discussion because there is also the issue of maritime safety involved. With regard to countries, such as Great Britain, where seafarers can still be active when they reach and exceed 70-75 years, there is mainly a problem of safety in navigation. Unfortunately neither SOLAS nor STCW addresses this issue of setting a margin of age. In Europe there is no difference between seafarers and those belonging to other categories. They are all on the same level if we look at retirement. The only exception is provided for airplane pilots, who are obviously well organised and able to do lobbying at best. Maritime work is dangerous, stressful, it forces to stay away from families at home for longer periods and finally piracy was added to make some routes unsafe. More and more young people leave the career at sea (average duration of seafaring careers in Europe is now 7 years) and Internet connection on board for private use is still an exception. There would be all the cues for getting attention. In Italy, according to data provided by Mr. Claudio Barbieri of Confitarma, association of Italian ship owners, the fleet is in excellent health. From the nineties it has more than doubled and the maritime employment grew + 59% (without distinguishing what proportion of the increase relates to Italians). Despite the crisis years (since 2008), the data are positive, with a fleet whose average age is less than 10 years.

“To exclude maritime labour from strenuous activities, concluded Captain Lettich, president of the Collegio Capitani, is to misunderstand the specificity of the maritime profession. It must be added that today, on the one hand, the size of vessels have increased exponentially and on the other the manning scales have been reduced considerably... if ours is not a heavy work... " (Capt. Giovanni Lettich)

13

THE DANISH MARITIME AUTHORITY E-NAVIGATION PROJECT SHOWS ITS FIRST RESULTS

The EfficienSea2 project, which is led by the Danish Maritime Authority, was ready to demonstrate its first results. At a conference in Copenhagen on 8-9 November, beta releases of some of the solutions were launched.

Now, the EfficienSea2 project is ready to present beta releases of some of its solutions. The service and identity registries of the Maritime Cloud will be opened up, enabling information suppliers to develop and insert digital information services in the service registry. The project will also launch a beta release of the web-based platform Baltic Web.

At the project conference ‘Getting Connected to the Future’, which will be held in Copenhagen on 8-9 November 2016, the beta releases were presented.

The key function of the Maritime Cloud is identity management. It will become possible to provide unhampered information in a safe manner to and from the right identities so that the right data reach the right persons. End users can use a single log-in for all information services and trust that the suppliers are the ones that they claim to be.

The Baltic Web will also be made available. It is an internet platform where navigating officers can access digital services such as weather and navigation warnings from their computers and tablets once they are made available in the Maritime Cloud.

This means that it is not necessary to wait for information flows to become integrated in the standard equipment on the navigation bridge. It is possible for suppliers of new, digital information services to reach the users right away, says Bjørn Borbye Pedersen, Special Adviser at the Danish Maritime Authority.

The release of the Maritime Cloud and Baltic Web are important milestones in the EfficienSea2 project’s goal of making data exchange at sea efficient and safe.

Source: The Danish Maritime Authority

14

WHAT ABOUT THE PROFESSIONEL MARINER?

As a working mariner, however, I find myself thinking about…the working mariner. Where is the international discussion regarding how this crisis has affected the professionals manning these vessels? Because let’s face it (Contrary to Roll’s Royce’s touts on “automation is here”), the men and women manning these ships are the only reason international marine transportation functions. The fact is, mariner’s man ships and until such time as they don’t, it demands our attention. I have seen little to no discussion locally, regionally or internationally about the effect this extraordinary crisis has had on the professionals manning the world’s fleets. (Please correct me if I am wrong here).

As a pilot, I get the opportunity to work daily on many kinds of ships with many different nationalities, thus allowing me a glimpse of how things are faring on the high seas for mariners. The picture is grim for a significant portion of the men and women sailing the world’s oceans.

Examples? Graduating junior officers from the fine Indian Maritime Schools find employment in a sea-going billet very difficult if not impossible to obtain. How about one of the world’s greatest shipping nations, the land of my mother and father (and most of my family); the United Kingdom paying below poverty wages to deckhands on Scottish Ferries? Less than British National Minimum wage. What about the continued implementation of a ‘two watch’ system on short sea ships in Europe and Asia? How many ships will go aground at full ahead with an exhausted mate or master fast asleep before something is done about manning? What about Asian national fishing vessels literally enslaving deckhands and crew?

The idea of ‘ships of shame’ is not new, one need only go back through the history books to see the mariner’s lot. But in the 21st Century? When will the international shipping community and the IMO come together for a comprehensive review of the present situation at sea for the working mariner? Please do not through the “automation” excuse out, it’s nonsensical and inhumane to cut back on basic manning and working conditions on the premise that in 10 or 20 years there may be fully automated ships plying the ocean trades. Taking into consideration wages, manning (i.e. one more deck officer on each bridge would immediately relieve the burden of a massive increase in regulatory paperwork), living conditions and standards (access to internet!), etc. Institutions like The Nautical Institute (London) are trying but it is not enough, more needs to be and can be done. It is a matter of having the humanity and the will to do it.

Or do we just add the 21st century to the long list of centuries of which the mariner has endured what should not and need not be endured.

”In each ship there is one man alone who in the hour of emergency or peril

at sea can turn to no other man. There is one man alone who is ultimately

responsible for the safe navigation, engineering, performance and morale

of his ship in all situations. He is the Commanding Officer, he is the captain,

he is the ship”. (US Navy Manual)

15

INTERFACE BOARD – TECHNICAL SYSTEMS

What are the aspects of this interface board – technical systems? What was fitted on board in quite a recent past, what is installed nowadays, and what one dreams or risks for other systems to be available in the future? Let us see advantages, disadvantages, but also obligations due to technical systems in order for the vessel and the crew to get a maximum of benefit. During a recent seminar in Nantes, CESMA president Captain Hubert Ardillon elaborated on this issue.

A- Past

In the past it covered automation and alarms. This technical assistance was useful on board vessels. As an example: alarms in the engine room. When an alarm occurs and if the setting is at a good level, there is very often still enough time to act, before the problem becomes worse. On boilers, low and high level readings do not switch off the boiler. It is only after low or high level alarms sound that the boiler is automatically switched off. Same on the bridge, with good settings, ARPA gives a very good help on anti collision. And last but not least, we can mention the fire

detection alarm. So, it is useful and has numerous advantages. One is

warned and one normally has enough time to react before things are going worse before the famous Murphy law comes into action. Warning but also assistance in taking a decision. But it has also disadvantages. Firstly, more automation replaces human input because computers are cheaper. But it has also disadvantages when using these systems. When the system is practiced and the user, for any reason, has to learn how to make the computer useful, he or she should not to be afraid from alarms or even assistance in making a decision, based on the data provided by the computer. Add on the ISM Code. A very useful technical system. But up to a limit. We can note that in the first paragraphs of the code, it is notified that captains have the possibility to override the code if deemed necessary for safety reasons. However from a number, or rather a high number, of procedures, one can conclude that there are too many procedures. The crewmember who is following procedures is too dependent. No more self conduct, no real possibility of making his or her own decision. It is worse to assume that following the procedure solves all. It is not any more necessary to understand what is done, to have the necessary knowledge to understand. Even the importance of the task itself is lost comparing to the record to fill and store. When a bridge officer does not know where the vessel is exactly positioned in a channel because he or she is filling and storing documents for the forthcoming inspections, one can have a doubt. What is the most important nowadays ? Navigation or to have folders well filled and stored ? All that leads us to an obligation : education. Only education on a technical system can give to user a benefit, technically speaking on how to act, but also to be confident using it. Example : in the reports made by different branches of investigation after navigational incidents, the testimonies which most frequently sound are: “ I thought we were in relative vectors, while radars were in true vectors”, or vice-versa.Only education and not only

Capt. Hubert Ardillon

16

technical, but also on human factors, how to be, how to feel in front of a technical system, can make the user to have the same representation of a technical system in his head and in front of his eyes. If not, one believes, one ignores, one looses the expertise, the knowledge of the expertise and one has no more possibilities to act, when the time is coming to take back the control in case of imminent damage or emergency. That implements to have a competent crew, of course technically educated, but also on human factors, so “unfortunately” more expensive. B- Present – ECDIS Navigation and communication systems have evolved a lot. We now have ECDIS, a screen, still too small in my opinion as long as it will not have the size of paper charts, but a screen on which all information is available, derived from other navigation devices. Of course with all the alarms or pre-warnings that the user has to preset. That goes for paper maps, data change, new depths, buoys removed, oil field or wind farm recently installed, so corrections to be entered on navigation charts. Considering paper charts, corrections are received and need to be printed. Navigation officer in charge of nautical documentation makes the corrections, usually beginning by the voyage charts. Then it is controlled by the captain. Of course, one can keep in mind that correction could be done more or less seriously (human factor). But if we consider corrections completed, as soon, as for example, a corrected depth is on a voyage chart, the passage planning can be corrected immediately. With ECDIS, corrections are received automatically and there is no need to print. Corrections are done without advice on which charts are corrected and what is the correction applied. Of course it is possible to know, afterwards, which charts are corrected but this is an extra job – ok, corrections are not anymore done by navigation officer, so he or she has enough time to check. What the correction was, is unknown. In the mentioned case (new depth near the actual route), it could only be known by following the depth alarm contour setting. On paper charts it is possible to modify the plan, with ECDIS it is not. Maybe no consequences, but suppose the vessel should manoeuvre in just that place, or experience more drift that expected and we have an incident or near miss report to complete. And then the correction itself, generated on shore, then sent to the vessel through modern communication systems. But we know that actions against cyber security are a reality. It is easy to send a false correction, to push a vessel to modify its passage planning, or not, while proceeding to a danger area. And if ECDIS is also connected to the vessel by internet, so to communication system, it is easy for well informed, well trained, and mainly very malicious persons to change data or alarm settings. As it is possible to modify AIS data, to pass over GPS signal. Clearly to force the vessel to run into a danger without any knowledge for its captain and crew.

So how to make it safe ? Strong but unrealistic solution : no more ECDIS, no more GPS, no more communication satellites, back to paper chart, old sextant, and only MF/HF communications. I am not sure that this is the best solution nowadays.

Another one ? Again education. On the device itself and on the attitude in front of it. To learn about the reasonable doubt of the system and be alert. This is probably the best solution. Of course it will never cancel the risk of misunderstanding, but the risk will decrease. What is sure is that crewmembers should be more and better educated, so a bit more expensive. Capt. Hubert Ardillon at Marisk symposium in Nantes In our next issue Capt. Ardillon will elaborate on other evolutions in the maritime industry such as gigantic ships and unmanned vessels.

17

HE INTERNATIONAL REGULATIONS FOR THE PREVENTION OF COLLISIONS AT SEA

Rule 10

When the International Regulations for the Prevention of Collisions (the Rules) were adopted, there was a more or less uniform means of seaborne transport. Within limits, size and speed of vessels were clear. The sea was free.

The increase of shipping and rules in connection with the environment, lead to the adoption of Traffic Separation Schemes (TSS) by the IMO, see Rule 10 of the Rules. Its purpose is to separate opposite traffic flows in busy waters and to improve safety. Traffic flows, which are the result of sea-borne cargo. With the implementation of Rule 10, restrictions were imposed on shipping with regard to chosen routes. Vessels following a traffic lane, have to deal mainly with traffic going in the same direction. However, Rule 15 with regard to crossing vessels was maintained. The relative difference in speed and tonnage was not too big and the number of vessels crossing was limited. Faster vessels had to maintain safe passing distance from overtaken vessels. Crossing vessels from starboard however upset this pattern. In the mean time we have moved on in time. The world-wide economy has hugely increased the transportation of cargoes. The traffic flows move along the same routes and have greatly intensified. But just think of what has been added to the ocean waters since then! The off-shore industry is developing at a tremendous rate, the winning of oil and gas and the research and exploitation of the seabed is on the increase and on the surface large forests of wind parks are under construction. These activities are developed, operated and supported by an entirely new fleet of vessels, which bear no relation at all to the commercial traffic of the merchant marine, let alone with the traditional trade routes. As a result of this development, the number of vessels that cross the traffic lanes of TSS will vastly increase. These crossing vessels are on the whole better manoeuvrable and smaller in size in comparison with merchant vessels. The width of traffic lanes of TSS is limited. Rule 10c stipulates, that “a vessel shall so far as practicable avoid crossing traffic lanes, but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow.” The result of this increase in crossing vessels is that vessels which are compulsory following the traffic lane are increasingly forced to take action in compliance with Rule 15. Among the traffic in a traffic lane there are also vessels which are either much bigger than those also following in the same lane or much faster or both. These are not fitted with pitch propellers which means, that a change of speed is no option in complying with Rule 15. The remaining option is a change of course. This is possible with fast and large mega-container vessels or very large bulk carriers, but in order to avoid risk of collision with that one single crossing vessel, the fluent traffic flow in the lane may be upset. This causes obscurity and may well lead to dangerous situations. The length of the traffic lane is incomparable with its width. Crossing vessels can calculate more or less accurately when they will reach the vicinity of the traffic lane and can take early action so as not to impede vessels navigating the traffic lane. The bridge-team can be temporarily enlarged.

18

Vessels following the traffic lane do not know where or when they are being confronted with crossing traffic and the enlarged bridge-team should therefore be in place throughout the entire passage of the traffic lane. This is hardly possible with the present crew numbers and the revised rules regarding working- and rest hours. It is therefore recommended to look into the adjustment of Rule 10 and to revise it in such a way that crossing vessels shall not impede vessels following a traffic lane. It should be clear that the changing traffic situations at sea make a revision of the Rules necessary, without losing sight of the purpose of Rule 10 to separate opposite traffic flows. The various professional groups in the merchant marine, fishery and off-shore industry all have different interests, but one common interest counts for all: SAFETY AT ALL TIMES. Captain Tjerk Voskuil, former Master Nedlloyd Lines ex Northsea Pilot / member of NVKK

Series: Lloyd's Practical Shipping Guides

Hb: 978-1-843-11885-5 | £100.00

19

CESMA LOGBOOK (2016 – 4) We were represented at the following occasions: 05 Oct Athens Safety4Seas Conference 03 Nov Cork Pilotage Conference 08 Nov Copenhagen EffienSea2 Conference 16 Nov Amsterdam Interview Capt. Dario Savino IYM 22 Nov Lisbon Courtesy visit EMSA 24 Nov Amsterdam NI seminar: Decline of nautical knowledge on board

On the front page: The bark ”Europa” in the Arctic, Mr. Martin Schulz President of the European Parliament until 2017 and Piazzo Ferrari in Genoa, Italy, where two CESMA member associations have their offices.

20

FROM THE EDITOR

In stark contrast to media reports, claiming that the use of LNG as marine fuel can reduce the industry’s CO2 emissions by 75%, facts show a different truth. LNG is not a solution for reducing GHG emissions and its increasing use could be worse for the environment than burning heavy fuel oil. We heard the same argument, expressed by Mr. Grimaldi, the famous Italian shipowner, during the recent TEN-T conference in Rotterdam. It is disturbing that so little attention is paid to this argument or is it business as usual?

Captain Dimitar Dimitrov, CESMA council member for the Bulgarian shipmasters’ association (BSMA) and pilot in the port of Varna, has been appointed IMO maritime ambassador for Bulgaria. We congratulate Dimitar with his appointment and wish him lots of success in promoting maritime safety at the Organisation.

In November, the European Space Agency (ESA) has lanced another four satellites into orbit to service the Galileo satellite navigation system. A total of 18 satellites is now serving the system. This number will reach its maximum of thirty before it is finally fully operational. From now on everyone can use the possibilities of the Galileo network. According to the European Commission, this civil service is more accurate and quicker than the existing GPS system. Users must acquire a special chip before they can make use of Galileo.

Japanese classification society ClassNK has released a mobile device application for port state control inspectors and ship operators. This Arrival Checklist application assists inspectors to prepare to the point inspections for equipment checks prior to boarding a ship. Ship’s operators with the assistance of shipmasters can use the application to minimise the risk of PSC deficiencies and detentions. The application categories items that are frequent deficiencies during port state control inspection by location.

Concerned by surging Euro-scepticism, maritime officials operating in the department of Transport Commissioner Mrs. Violeta Bulc are under instructions to do nothing ”to rock the boat”. This means no serious concrete action will be taken in the field of seafaring and nothing beyond. Perhaps a debate will be organised to address the flagrant absence of “single windows” for ship reporting facilities to reduce paperwork on board and ashore.

According to a recent BIMCO Maritime security seminar in Copenhagen, Denmark, maritime crime, especially cyber crime, is increasing. Cyber incidents would continue to expand in frequency and severity. There was further consensus that regional instability in the Horn of Africa confirms the need to retain legacy systems such as the Maritime Security Centre-Horn of Africa (MSCHOA) initiative and reporting centre to continue to deter piracy. The message of the conference was clear. The maritime industry must not take short cuts when implementing security procedures. It remains crucial to share information to encourage stakeholders to maintain maritime domain awareness and to train personnel to recognize threats. This will reduce the severity of future incidents. CESMA is unaware of any colleague shipmasters present at the conference. They are, in fact, in many cases the first to be the victims of maritime insecurity.

The French company NG3 has developed an automatic mooring system. The SMART (Self Mooring And Release Technology) is a revolutionary solution to moor ships without direct human intervention. The contact is made by a 3D video system combined with a number of cameras. A mobile crane ashore automatically makes the connection. A back up system enables the bridge personnel to operate the system. The system could be a solution for the (un)mooring of autonomous operated vessels in the future.

Atalanta, the EU navy mission to protect ships against piracy in the Indian Ocean area has been prolonged with two years to 2018.

21

AIMS OF THE ORGANISATION (abridged)

TO WORLWIDE PROTECT THE PROFESSIONAL INTERESTS AND STATUS OF EUROPEAN SEAGOING SHIPMASTERS.

TO PROMOTE MARITIME SAFETY AND PROTECT THE MARINE ENVIRONMENT.

TO PROMOTE ESTABLISHMENT OF EFFECTIVE RULES WHICH PROVIDE HIGH PROFESSIONAL MARITIME STANDARDS AND PROPER MANNING SCALES FOR VESSELS UNDER AN EUROPEAN NATION FLAG.

TO INFORM THE PUBLIC IN THE EU ABOUT PROBLEMS IN THE EUROPEAN MARITIME INDUSTRY AND THOSE CONCERNING SHIPMASTERS IN PARTICULAR.

TO CO-OPERATE WITH OTHER INTERNATIONAL MARITIME ORGANISATIONS.

TO RETAIN AND DEVELOP THE HIGHEST MARITIME KNOWLEDGE AND EXPERIENCE IN EUROPE

TO BE INVOLVED IN RESEARCH CONCERNING MARITIME MATTERS IF APPLICABLE IN CO-OPERATION WITH OTHER EUROPEAN INSTITUTIONS AND/OR ORGANISATIONS.

TO ASSIST MEMBER SHIPMASTERS WHO ENCOUNTER DIFFICULTIES IN PORTS WITHIN THE REACH OF NATIONS REPRESENTED BY CESMA MEMBER ASSOCIATIONS

TO PROMOTE THE SEAFARING PROFESSION IN EU MEMBER STATES ANNUAL SUBSCRIPTION: EURO 16,- (EXCL EURO 5,- ENTR. FEE) PER SEAGOING MASTER (WITH A MINIMUM OF 25) EURO 8,- PER SEAGOING MASTER FOR ASSOCIATED MEMBER ASSOC. ( “” “”) LIST OF CESMA MEMBERS AND REPRESENTATIVES

MEMBER REPR CAPT. W.VON PRESSENTIN TEL: 0049 40 384981 VDKS PALMAILLE 29 FAX:0049 40 3892114 GERMANY 22767 HAMBURG E-MAIL: vdks.office@t-online.de MEMBER REPR CAPT. B. DERENNES TEL: 0033 2 98463760 AFCAN RUE DE BASSAM FAX: 0033 2 98468361 France 29200 BREST E-MAIL: courrier@afcan.org MEMBER REPR CAPT. F. VANOOSTEN E-MAIL:vanoosten.francis@wanadoo.fr 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: nvkk@introweb.nl MEMBER REPR CAPT. M. CAROBOLANTE TEL: 0039 040 362364 CTPC VIA MAZZINI 30 FAX: 0039 040 362364 ITALY 34121 TRIESTE E-MAIL: collegio69@collegioditrieste.191.it

22

MEMBER REPR CAPT. G. LETTICH TEL: 0039 010 2472746 CNPC VICO DELL’ AGNELLO 2/28 FAX: 0039 010 2472630 ITALY 16124 GENOA E-MAIL: info@collegionazionalecapitani.it MEMBER REPR CAPT. C. TOMEI TEL: 0039 010 5761424 USCLAC VIA XX SETTEMBRE 21/10 FAX: 0039 010 5535129 ITALY 16121 GENOA E-MAIL: usclac@libero.it MEMBER REPR CAPT. D. SAVINO TEL: 0039 3483365010 IYM MOLO CENTRALE BANCHINA PORTO ITALY 17025 LOANO (SV) E-MAIL:italianyachtmasters@hotmail.com MEMBER REPR CAPT. M. BADELL SERRA TEL:/FAX 0034 93 2214189 ACCMM CARRER ESCAR, 6-8 MOB.: 0034 680321138 SPAIN 08039 BARCELONA E-MAIL: info@capitansmercants.com MEMBER REPR CAPT. B.BAERT TEL 0032 3 6459097

KBZ ITALIELEI 72 BELGIUM ANTWERP E-MAIL:sg.kbz-crmb@telenet.be

MEMBER REPR CAPT. B. KAVANAGH TEL: +353 214970637 IIMM NATIONAL MARITIME COLLEGE IRELAND RINGASKIDDY / CORK E-MAIL:bill.kavanagh@nmci.ie MEMBER REPR CAPT. G. RIBARIC TEL(GSM): +386 31 375 823 ZPU OBALA 55 SLOVENIA SI - 6320 PORTOROZ E-MAIL: zpu.slo@siol.net MEMBER REPR CAPT. D. DIMITROV TEL : +359 52 683395 BSMA 17 PANAGYURISHTE STREET E-MAIL : mitko652012@yahoo.com BULGARIA 9000 VARNA mitko652012@gmail.com chairman@bsma-bg.org MEMBER REPR CAPT. J. SPRIDZANS TEL: +371 67099400 LKKA TRIJADIBAS STREET 5 FAX: + 371 67323100 LATVIA RIGA, LV-10 48 E-MAIL: jazeps.spridzans@lja.lv. MEMBER REPR CAPT. I. KUCICH E-MAIL: udruga.kapetana@zd.t-com.hr UKPTM TRG PAPE ALEKSANDRA III,3 CROATIA 23000 ZADAR - HRVATSKA MEMBER REPR CAPT. V. RADIMIR E-MAIL : captain@t-com.me UPKCG PELUZICA b.b TEL : +382 32 304 672 MONTENEGRO 85330 KOTOR FAX :+382 325 107 MEMBER REPR CAPT. J.LIEPUONIUS E-MAIL : jurukapitonuasociacija@gmail.com LCC AGLUNOS g.5 TEL : mobile +37069875704 LITHUANIA KLAIPEDA/ LT- 93235 MEMBER REPR CAPT. J. TEIXEIRA E-MAIL :sincomar.fesmar@net.vodafone.pt SINCOMAR CAIA DE ROCHA TEL: +351 213918180 PORTUGAL CONDE D OBIDA ARMAZEM 113 1350 352 LI