Pacific maritime watch issue 57 web

MARCH 2013 ISSUE

www.spc.int/edd

57

ISSN 1728-4473

Newsletter published by the Transport Programme, Economic Development Division, SPC

■ ■ The

cruise industry in the Pacific

■

ISM Code 2010

The Australian Maritime College’s AusAID coordinator will soon call it a day

MARCH 2013 ISSUE

57

In this issue:

SPC maritime provisional events calendar April to June 2013

Shipping The cruise industry in the Pacific ........................................... 4

■

Basic maritime auditor training (8–12 April Fiji)

Oil Market Report (December 2012 to February 2013)............ 5

■

Regional pilotage training (22–26 April, Fiji)

Maritime safety

■

CPSC committee meeting (15 May, Fiji)

ISM Code 2010 ...................................................................... 7

■

Regional port managers workshop (21–23 May, Fiji)

Maritime security

■

PMTA governing council meeting (28–29 May, Fiji)

■

PMTA port committee meeting (30 May, Fiji)

Fiji Ports’ assistance towards maritime code compliance........ 9

■

Maritime safety and security – a priority for Kiritimati Port...... 10

IMO 5th regional SAR workshop (3–7 June, Fiji)

Maritime training PNG Maritime Training College Internal Auditor Training Course....................................................................... 11 Marine Training Centre – Kiribati............................................. 12 The Australian Maritime College’s AusAID coordinator will soon call it a day..................................................................... 13

Ports Ship turnaround time.............................................................. 14 Japanese Ambassador presents spare parts for tug boat MV Hifofua worth 1.1 million pa’anga........................ 15

4

International best practice planned for Fiji’s Ports Terminal Ltd........................................................... 15

Other maritime news Call for Entries: Safe Affordable Ferry Competition, Open to Students Worldwide................................................... 16

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Do you receive SPC’s regular Maritime Information Bulletin?

Comprising key maritime news items from the region, the bulletin is essential reading for anyone involved in the industry.

Email edd@spc.int to subscribe.

Disclaimer: All care and diligence has been used in extracting, analysing and compiling this publication, however, SPC gives no warranty that the information provided is without error. © Secretariat of the Pacific Community 2013

Cover photo by: Hakaumotu Fakapelea (SPC)

EDITORIAL

Message from Deputy Director (Transport), Economic Development Division, SPC

Brian Riches

Ni sa bula and welcome to this edition of Pacific Maritime Watch, our first for 2013.

T

he year is racing along and already it is time for us here at SPC to take stock of the course we have set and maneuver the ship along that course, with our sights firmly fixed on the goals we want to achieve during the year. We have a busy year ahead and our programme is already going at full steam.

This issue has some great reading: articles on maritime security, safety and training; ship turnaround time in ports; and cruise shipping and its importance to our Pacific Island nations. This cannot be underestimated as it is an important source of much-needed revenue, although it is not without its challenges. Read also about how our Economic Development Division’s audit programme is facilitating regional collaboration; most recently, Fiji ports has assisted Kiribati with maritime code compliance.

Here at SPC we continue to focus on matters of regional importance and news from the region; a quick stock-take is in order now to review our obligations with international treaties, particularly the need for regional compliance with the International Convention on Standards of Training, Certification and Watchkeeping

for Seafarers (STCW) Manila Amendments, the International Safety Management Code 2010 and recent changes to the International Labour Organization (ILO) Code.

■ ■ ■ ■

EDD’s maritime team has been collaborating with the International Maritime Organization (IMO), a consultant from the Pacific International Maritime Law Association and members of the Pacific Islands Maritime Association to update the model PIMLaw regulations. This will give SPC member states generic model regulations that can be adopted or modified to assist them in complying with the changes to international maritime codes, which affect us all.

The review and update included the following model regulations under PIMLaws, in line with new international maritime requirements:

By way of background, SPC developed a fourvolume compendium of model legislation and regulations dating back from about 2006.

It is a guide for Pacific Island countries and territories for developing their own maritime laws and regulations. The compendium has been developed from legislation and regulations that were drafted for specific PICTs and these have been improved with subsequent updating and revision. The legislation and regulations are consistent with international maritime conventions, customary laws and practice at the time of development. They go beyond the South Pacific Maritime Code, which they replace in part, but provide model laws that can be updated, as maritime conventions are amended or as practice changes.

The model legislation and regulations are divided into four volumes based on functionality as follows:

maritime administration vessel safety marine pollution ports

■ model STCW regulations ■ model small boat safety regulations ■ model carriage of deck passengers regulations ■ model non-convention passenger vessel safety regulations ■ model maritime labour convention regulations Continuous and ongoing review of PIMLaws is a key function of SPC to keep all PICTs up-to-date in terms of legislation that incorporates relevant IMO/ILO conventions, as it is recognised that translating international instruments into municipal law is challenging, especially for small island states.

Enjoy your reading of our newsletter and, as the new Deputy Director of Transport in SPC’s Economic Development Division, I look forward to being of service to you as we move forward in our quest to be equal to and exceed the global standards of maritime safety, security and training in our Pacific region.

Vinaka vakalevu Brian Riches

Advertise in SPC’s new ‘look’ shipyard facilities directory!

The Secretariat of the Pacific Community (SPC) is for the first time giving those in the shipyard or related business the opportunity to advertise their services to potential clients in the 2013 Pacific Shipyard Facilities Directory.

The directory contains information on the shipyard repair and boat building facilities in the Pacific, including details on the services provided, working hours, maximum capacity of slipway and sub-contracted services. It will be widely distributed to SPC member countries as well as other stakeholders, so this is a great opportunity for advertisers to get their name “out there” and be noticed at a fraction of the cost.

Hard copies of the updated directory will be available later this year from the SPC Transport Programme in Suva, Fiji.

For more information on advertising, contact the SPC Transport Programme on: maritime@spc.int

Pacific Maritime Watch 2013 | Issue 57

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SHIPPING

The cruise industry in the Pacific The growth of the cruise industry in a particular area is almost directly proportional to the economic wealth of the country or region of origin of its passengers. This industry is becoming increasingly important as a source of much needed revenue for destinations like Pacific Island countries and territories, and economic growth in Asia is expected to reinforce this growth.

O

ver the years, most of the cruise liner passengers in the Pacific region have been from North America, Europe, Australia and New Zealand. However, the fast economic growth in Asia, coupled with its modern passenger terminals and supporting facilities, mean that Asian tourists will undoubtedly help this region add to the growth of the cruise industry.

Pacific Island countries and territories are located in the middle of these source markets, which helps make the islands increasingly important as cruise destinations. Cruise Lines International Association (CLIA), the representative organisation for all the world’s major cruise lines and widely acknowledged as the predominant source of industry information, indicates a 7.6% annual passenger growth rate for the cruise industry internationally, with similar trends predicted for the Pacific region.

In spite of many similarities, the Pacific Islands are varied and diverse, with unique histories, cultures, languages, geology and scenery, which enhance their attractiveness.

The growth of this industry has been greatly assisted by the increasing interest in and income available for leisure, resulting from the growth in economic well-being of developed countries. Improvements in cruise liners, repositioning of vessels in new, more accessible home ports, improved aviation technology and better air connectivity have resulted in greater demand for cruising. New cruise itineraries, coupled with the overcrowding of nearby/well-known destinations add to the demand for new/unique destinations.

The cruise industry can contribute to the socio-economic development of PICTs, provided it is well guided. It would be in the interest of PICTs to be work to attract cruise tourism ■ A cruise ship berthered at the Suva Port

Photo courtesy: Charles Goundar

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Pacific Maritime Watch 2013 | Issue 57

through supportive policies and appropriate infrastructure, including updated nautical charts and aids to navigation.

The cruise industry does, however, brings challenges which PICTs must be aware of and prepare for.

The response to recent accidents and incidents suffered by this industry in areas that are better resourced highlights the challenge the Pacific would face should an unfortunate event occur here. Therefore, it would be in the interest of the region to have in place some arrangements should the need arise, such as a mass rescue operation plan, a regional search and rescue coordination arrangement, tug boats (including fire response capability}, a mechanism for repatriation of passengers, and medical and other support services. Another important area would be the availability of support services capable of responding to threats to the marine environment, or other arrangements to protect this fragile resource. Attention must also be paid to the damage caused to coral reefs when ships anchor. Arrangements must be clear on the level of authority and identify the roles of each stakeholder.

The following are additional areas to be aware of in relation to cruise ships: oil pollution, sewage, gray water, hazardous wastes, ballast water, solid waste, air pollution, sedimentation, and endangered species.

With attention paid to these hazards to ‘plain sailing’, policies put in place and suitable arrangements made, there is no doubt the Pacific could reap the benefits if a thriving cruise industry.

By John Rounds Shipping Adviser Transport Programme, EDD, SPC JohnR@spc.int

SHIPPING

Oil Market Report (December 2012 to February 2013) Early December showed little activity in the market, with prices picking up towards end of December. December Dated Brent crude prices continued on an upward and downward trend, averaging at USD 109.629/barrel a month. Prices surged in January and continued this momentum, with February having the highest price average of USD 116.323/ barrel for the month. A year ago, the average Dated Brent price for February stood at USD 119.228/ barrel.

T

he graph shows the trend in the prices of Platts petroleum products from February 2012 to February 2013. In 2012, prices started to increase in January and reached their peak in March. Prices started to descend in May and reached their lowest in June. Then they started to soar in August and continued in an undulating motion until December. Prices started to pick up again in January 2013 and continued to increase in February 2013, only to take a plunge towards the end of February. Prices in January and February 2013 were similar to those in January and February 2012.

The Asia Pacific benchmark crude Dated Brent remained between USD 107/bbl to USD 118/bbl from December 2012 until February 2013. In comparison to the previous quarter (September 2012 – November 2012), the average price of dated Brent crude for this quarter increased by 1.26%.

Petroleum products prices showed a similar trend to Dated Brent crude prices during the period December 2012 to February 2013. The average prices for petroleum products during this period was highest for February with gasoline (Mogas 97) having the highest price of USD 135.02/barrel, followed by Gasoil 10 ppm, which stood at USD 134.549/barrel and kerosene at USD 133.768/barrel. Monthly price averages of kerosene and gasoil (diesel) remained relatively close to each other from February 2012 to February 2013. Gasoline prices, however, remained relatively low in 2012 compared to kerosene and gasoil prices. Gasoline prices began to rise in January 2013 and prices continued on a similar trend for other petroleum products till February 2013.

Pacific Maritime Watch 2013 | Issue 57

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SHIPPING

There are factors responsible for the price movements during December 2012 to February 2013. In comparison to November 2012, petroleum products and Dated Brent crude oil prices decreased in December. Gasoline prices were pressured down due to ample offers in the market and an increased supply out of India, along with tepid demand from buyers in Malaysia.

Kerosene prices plummeted in December as a result of surplus supply from India and the Middle East amid limited demand.

Gasoil (diesel) prices plunged as the outlook in Asia remained gloomy amid sufficient stocks and there was not much buying with the year end approaching. There was also muted interest in 0.5% gasoil, as companies began to destock the grade, ahead of the change in the benchmark assessments from 0.5% sulfur to 500 ppm in January 2013 by Platts.

Prices in January increased as continuous demand from the Middle East, a huge spike in Europe and a tightly-supplied Mediterranean market supported gasoline prices. Tight supply, together with unexpected and prolonged winter demand in North Asia, where kerosene is used as heating fuel, helped increase the jet/kerosene price. Moreover, a cold spur in Europe along with refinery maintenance in Europe and additional demand from East Africa and the Middle East helped push gasoil prices up in January.

In early February, prices rose for all the petroleum products.

The movement of cargoes from the Mediterranean to the Red

■ Petroleum Product Supplies, Samoa

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Pacific Maritime Watch 2013 | Issue 57

Sea and African ports boosted gains in the gasoline market, hence the increasing gasoline prices. Jet fuel supply was limited due to refinery troubles at BP’s Carson refinery, Chevron’s El Segundo refinery and Tesoro’s Wilmington refinery in the US West Coast. Limited supply amid increasing demand helped support jet premium values and prices. Planned refinery maintenance around the region, tightness in supply and continued demand from the Middle East and Africa continued to drive the price of gasoil up.

Towards the end of February 2013, however, prices fell due to losses seen in the Eurobob. The Eurobob is an assessment used to benchmark prices in gasoline transactions throughout northwest Europe. Reduced demand from regional hubs such as Indonesia and Vietnam, along with the plunge in crude oil prices, helped put a downward pressure on gasoline prices. Jet fuel values fell due to the north Asian winter season drawing to a close and the demand for jet/kerosene slowly wearing off.

Furthermore, Asian gasoil prices fell as a result of weakness in the European market brought about by the shortfall in production and outpacing slow demand.

By Pritanshu Singh Programme Assistant–Petroleum Energy Programme, EDD, SPC PritanshuS@spc.int

MARITIME

SAFETY

ISM Code 2010 In the 1980s a number of serious maritime accidents occurred, one of which was the loss of the MV Herald of Free Enterprise. In the course of the investigations into these accidents, human error was identified as a primary causal factor, while management failures were identified as significant contributing factors.1

T

he direct result of these accidents and their subsequent investigations was the drafting and adaption in 1989 of International Maritime Organization (IMO) resolution A.647(16), Guidelines on Management for the Safe Operation of Ships and for Pollution Prevention. The guidelines remained voluntary until the early 1990s to allow the maritime industry to become accustomed to them and begin implementation of them.

In 1993 IMO transformed the guidelines in to the International Management Code for the Safe Operation of Ships and for Pollution Prevention, the ISM Code, which became mandatory in 1998. Various amendments to the ISM Code have come into force over the years: 2002 (MSC.104[73] the ISM Code 2002 Edition); 2006 (MSC.179[79]); 2009 (MSC.196[80]). The most recent amendment to the ISM Code entered into force in 2010 (MSC.273[85]), resulting in IMO publishing the ISM Code 2010 Edition.

While every change to the ISM Code is intended to improve the safety management system (SMS) process; the 2010 Edition has a number of subtle changes that clarify intent and are more prescriptive. Accordingly, administrations, companies and masters should be aware of these changes and ensure that they have been incorporated as required into SMS manuals and procedures. A link to these changes can be found at: http://www.imo.org/OurWork/ HumanElement/SafetyManagement/Pages/ISMCode.aspx.

Each of the changes (identified by italics) discussed in this article will be found in Part A of the ISM Code. The first change is found in section 1.2 Objectives. Paragraph 1.2.2.2 now requires the company to ‘assess all identified risks to its ships, personnel and the environment and establish appropriate safeguards.’ Previously this paragraph only required safeguards to be established against identified risks; now, however, the areas in which risks exist must be identified and spelled out, and a risk assessment – a more in-depth process than just identifying a risk – must be conducted.

The next change is in section 5, Master’s Responsibility and Authority, which outlines how the company should define the master’s responsibilities. Paragraph 5.1.5 now reads,

1

‘periodically reviewing the [SMS] and reporting its deficiencies to the shore-based management.’ The change here is that a defined period of time to conduct reviews must be established by the company for the master. Previous editions instead had an open statement that reviews must be conducted.

Section 7 is retitled Shipboard Operations, and reads, ‘The Company should establish procedures, plans and instructions… for key shipboard operations concerning the safety of the personnel, ship and protection of the environment.’ The changes in this section involved removing ‘for the preparation of ’ from after ‘procedures’, and adding ‘personnel’.

This change requires the company to establish these documents, rather than just procedures for the preparation of the documents. It also requires that these procedures, etc. address the safety of personnel as well as the ship and the environment.

Emergency Preparedness, section 8, saw changes in paragraph

IMO website, Safety Management, Development of the ISM Code, http://www.imo.org/ourwork/humanelement/safetymanagement/Pages/Default.aspx

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MARITIME

SAFETY

8.1. It now requires that the company ‘should identify potential emergency shipboard situations, and establish procedures to respond to them.’ The words ‘establish procedures to identify, describe and respond to…’ were removed. Again, as in section 7, this section now requires the company to identify the situations rather than just writing a procedure for this to be done.

Section 9, Reports and Analysis of Non-Conformities, Accidents and Hazardous Occurrences, has an additional requirement in paragraph 9.2 for the company to ‘…establish procedures for the implementation of corrective action, including measures intended to prevent reoccurrences.’ Just fixing the problem is no longer sufficient, procedures must now address how to ensure it will not be repeated.

Under Section 10, Maintenance of the Ship and Equipment, paragraph 10.3 is changed to read, ‘The Company should identify equipment and technical systems…’. Once again the requirement to ‘establish procedures in its [SMS] to…’ was removed. And again this is similar to the changes in sections 7 and 8, which essentially say, ‘Do it, don’t just write a process for it to be done.’

Finally, paragraph 12.1 in Section 12, Company Verification, Review and Evaluation, has been greatly expanded. It now reads, ‘The Company should carry out internal safety audits onboard and ashore at intervals not exceeding 12-months to verify … activities comply with the [SMS]. In exceptional circumstances, this interval may be exceeded by not more than 3-months.’ This may be the most prescriptive change and the

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one that may affect existing approved SMS, as it defines where internal audits must be conducted in addition to establishing a maximum timeframe for them to be completed.

There are also a number of changes to Part B, Certification and Verification. These will not be addressed in this article; they refer mainly to the issuance, renewal, and form of the ISM certificates. Also updated was the section on guidelines to assist in the implementation of the ISM Code. This section now includes: Resolution A.1022(26) the Guidelines for Implementation of the ISM Code by Administrations; MSC-MEPC.7/Circ.5 the Guidelines for the operational implementation of the ISM Code by companies; MSCMEPC.7/Circ.6, Guidance on the qualifications, training and experience necessary for undertaking the role of the designated person under the provisions of the ISM Code; and MSC-MEPC.7/Circ.7 Guidance on near-miss reporting.

As noted in the beginning of this article, these are subtle changes, but they go a long way to clarifying some of the requirements of the ISM Code. SPC recommends that all administrations, companies and ships to which the code applies ensure that their SMS manuals, procedures, and national requirements comply with these changes. SPC can support this effort and can provide third-party audit capability to help ensure you are in compliance with the ISM Code.

By Bruce Tweed, Ship Safety Audit Adviser Transport Programme, EDD, SPC BruceT@spc.int

MARITIME

SECURITY

Fiji Ports’ assistance towards maritime code compliance Captain Jeke Vakarawara, Senior Port Facility Security Officer at Fiji Ports Corporation Ltd, said that the participation of Fiji Ports in the recent three-day audit of Christmas Island Port was an opportunity for the company to meet its obligations as a member of Pacific Islands Maritime Association (PacMA) to assist other ports authorities in the region.

Security is a regional and global issue

C

hristmas Island is in the northern Line Islands, one of the three island groups that comprise the country of Kiribati, and PacMA is administered by SPC.

check on the system improvement notices issued during the initial audit before the port becomes fully compliant with the International Ship and Port Facility Security Code.’

‘The Kiribati Port Facility Security Officer was at Fiji Ports for practical security training last year, and I was really impressed to see how well he put into practice what he learnt in preparation for this initial audit,’ said Captain Vakarawara.

Captain Vakarawara said that, as well as assisting in carrying out the audit, which was led by an auditor from SPC, he was also being assessed in order to become a lead external auditor.

He is already qualified as a lead auditor for internal (national) security audits, and the next stage will see him qualified to lead a team to audit other countries’ ports.

‘Although it is a small port, it still needs to meet international security standards in order to facilitate smooth trading operations regionally and internationally,’ he said.

‘There will be a series of follow-up audits over the next year to

Article contributed by Pacific Reach Limited virgo@connect.com.fj

Pacific Maritime Watch 2013 | Issue 57

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MARITIME

SECURITY

Maritime safety and security – a priority for Kiritimati Port Kiritimati Island, the biggest coral island in the Pacific, is located in the Line Island group, Kiribati. A team from the SPC Economic Development Division (EDD) Transport Programme visited this remote island for the first time on an ISPS audit trip that was initiated by the Kiribati Ports Authority.

T

he purpose of the visit was to ensure that the port is in compliance with the International Ship and Port Facility Security Code requirements, (ISPS Code 2003). Most of the containers imported to Kiritimati from outside Kiribati arrive at the port of Betio, Tarawa and then are shipped to Kiritimati by local container ship. There are also some passenger ships from Honolulu, Hawaii that stop at Kiritimati. Therefore, it is so important to be ISPS compliance.

On 7 December 2012, SPC’s Maritime Port Security Adviser, Capt. Hakaumotu Fakapelea, teamed up with Fiji’s Ports Security Officer, Capt. Jeke Vakararawa, and conducted the initial ISPS port audit. It was followed with a port safety training session for port staff and stevedores on unloading and loading of container vessels. Port managers in the region have often discussed the lack of port safety training. This training brought together 14 participants (consisting of stevedores and port staff) and used the Pacific Port Worker Training Standard materials developed by the PMTA (Pacific Maritime

SPC Kiritimati Port Safety Training for stevedores and port staff

Transport Alliance) Training Working Group and SPC EDD Transport Programme.

The General Manager of the Kiritimati Ports Authority also requested a maritime security training session for the authority’s four permanent security guards while the SPC EDD Transport staff members were present on the island.

The Transport staff conducted this training before leaving.

The security guard training materials were developed by the EDD Transport Programme based on the minimum training requirements, with 10 specific security areas as specified by the ISPS Code.

This technical assistance provided by the EDD Transport Programme surely benefited the people of Kiritimati Island as a whole.

They have an efficient and safe port that can service ships engaging in international voyages and that allows sustainable maritime transportation and trade for the private sector.

By Hakaumotu Fakapelea Maritime Port Security Adviser Transport Programme, EDD, SPC HakaumotuF@spc.int

Kiritimati Port’s Maritime Security Guards Training

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MARITIME

TRAINING

PNG Maritime Training College Internal Auditor Training Course In line with SPC’s core business of capacity building to support Pacific Island countries and territories to achieve national human and social development objectives, SPC’s EDD Transport Programme conducted an internal auditor training course on 14–18 January 2013 for teaching staff of the PNG Maritime College who will be involved with conducting internal audits. In addition, a two-day internal auditor familiarisation training course was conducted on 21–22 January 2013 for teaching staff who had no audit responsibilities.

T

he internal auditor training course covered three main areas of interest for auditors conducting internal audits in accordance with ISO 19011: 1) An introduction to the audit process in line with the ‘Plan, Do, Check and Act’ process; 2) The audit process; and 3) Audit behaviour.

The main objective of the internal auditor training course was for teaching staff who are conducting internal audits to: ■

Gain a good understanding of the requirements of internal auditing in reference to the STCW 2010 amendments; ■ Demonstrate appropriate audit behaviour when conducting internal audits; and ■ Be able to conduct regular internal audits to continuously improve the college’s teaching modules and quality system in accordance with the STCW 1978 Convention and Code and any amendments to date, thus helping to prepare the college for external STCW compliance audits.

The five-day internal auditor training course was delivered using the competency-based training method, to ensure that teaching staff who would be conducting internal audits in collaboration with PNG Maritime College’s Quality Assurance Manager were able to demonstrate a good understanding of the audit process. The training enabled participants to develop audit plans, prepare relevant audit check lists, and prepare audit working documents to guide the audit.

A demonstration component during the training included exercises allowing participants to practise their approach in conducting opening meetings, using appropriate questioning in interviews, and conducting closing meetings.

As part of the assessment on the final day, participants were grouped into three groups to conduct audits on areas outside of their teaching area.

■

The engineering studies staff audit team conducted an audit on the lecturer responsible for conducting first aid.

■ The nautical studies staff audit team conducted an audit on the lecturers responsible for conducting fire fighting courses.

■ The Port Facility Security Officer of PNG Ports (Alotau Port) conducted an audit on the lecturer responsible for conducting ship security officer training.

PNG MC Lecturers in Class

Participants were assessed on their overall knowledge and skills in developing the audit plans, developing audit checklists and audit working documents, and the process of conducting audits (opening meeting, audit proper and closing meeting).

In addition, a completed audit report had to be produced by each team from their findings.

To complete the assessment process, participants were given a two-hour exam.

In the familiarisation training course, participants were given an overview of what the audit process involves and a brief exercise was conducted to check each participant’s understanding of the subjects they thought in accordance with the STCW Convention and Code, as per the amendments of 2010.

Teaching staff of PNG MC attending the five-day internal auditor training course expressed satisfaction, stating that the course enabled them to understand teaching requirements in accordance with the school’s quality assurance manual and the STCW Convention and Code. In addition, they said, the training assisted them to be better prepared for external compliance audits.

By Alobi Bomo Maritime Safety & Security Adviser Transport Programme, EDD, SPC AlobiB@spc.int

Pacific Maritime Watch 2013 | Issue 57

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MARITIME

TRAINING

Marine Training Centre – Kiribati A delegation from the Australian Maritime College (AMC) consisting of Captain Anura Seneviratne, Head Department of Maritime Training, and Jim Travers, AMC Search Consultant – International Development, visited the Kiribati Marine Training Centre on 25–28 February to hold discussions and build cooperation in maritime training between the two institutes.

T

he visit follows a mission by staff members from the Kiribati Marine Training Centre (MTC) to Tasmania University Faculty of Maritime Studies, Australian Maritime College (AMC) in November 2011 with the goal of tackling one of the major objectives of the MTC Academic Board: developing maritime education and training.

The meeting took places at MTC’s site near the Tarawa lagoon and involved the AMC team, heads of the MTC, representatives of the Ministry of Labour, New Zealand Aid Programme and AusAid partners, representatives of the Ministry of Transport – Marine Division and the SPMS, the major employer of seafarers in Kiribati.

The three-day discussion focused mainly on seeking AMC and AMSA (Australian Maritime Safety Authority) approval for:

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Integrating MTC’s existing inter-departmental training into the AMC integrated ratings training using the AMC training system;

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Delivery of the deck and engine pre-sea training cadet programme using the AMC and AMSA training system; this is to open pathways for Kiribati MTC graduates to undergo the officer training in the future with the choice of doing this in Kiribati at MTC or in Australia;

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Consultation for delivering the Deck and Engine Officer’s Training Scheme of Class 3 for MTC in line with the AMC programme;

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Delivery of AMSA approved STCW safety ancillary courses in MTC;

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Delivery of AMSA approved Nautical and Engineer Officer’s upgrading courses at MTC;

A presentation at the Seafarer's Day in the Marine Training Centre in April 2011 to Government officials, donors partners, seafarer employers and other stakeholder on the introduction of....'MTC development in maritime education and training'. The honourable guest was the speaker to the House of Parliment, Honourable Taomati Iuta.

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The Kiribati Marine Division to recognise the above training schemes and seeking their approval there and within.

MTC was thankful for the valuable time spent by the AMC team during their stay. As part of their mission the team also reviewed MTC maritime training documents.

A memorandum of understanding between AMSA/AMC and Kiribati will be drafted to recognise the MTC training and certification when delivering the discussed courses and programme.

This effort has potential to bring an improvement in the quality of maritime education and training in Kiribati and internationally.

Realising this goal will require thinking ahead and acting in good time for the long-term good of the shipping and the maritime operation, the MTC and AMC teams agreed.

Captain Anura Seneviratne and Jim Travers in a collaboration mission at the MTC, Kiribati

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Article contributed by Marine Training Centre Kiribati Virgo@connect.com.fj

MARITIME

TRAINING

The Australian Maritime College’s AusAID coordinator will soon call it a day Although Di Hazelwood has only been involved with the AusAID programme since 2005, early this year she will officially retire after a career with AMC that extends back as far as 1988.

‘I

filled a variety of administration and team leadership roles before taking over AusAID from the prior coordinator, Dr Elizabeth Vagg. I’ve always worked with students and enjoyed it.’ AusAID is one of many federal government initiatives that provide funding to international students to undertake study. AMC has been continuously involved with the AusAID programme for 25 years.

‘For example, I take groups shopping for fruit and vegetables.

Some of our produce is completely foreign, especially varieties of spuds,’ Di said.

‘There was a stage when we were one of only nine institutes across Australia that was allowed access to AusAID students.

Although it could be attributed to our unique education offerings, we still had to meet all of the key performance indicators. Our credibility in this area is huge,’ Di said. ‘We have AusAID students doing most of our courses, from diplomas right through to PhDs.’ Even if she didn’t hold her current position, Di would be a vocal advocate of the AusAID programme.

But it’s the things Di does above and beyond the call of duty that make her special.

Social outings taken as part of the IAP programme have often expanded into experiences that none of her AusAID charges will forget.

‘It’s a form of aid that has far reaching and long lasting benefits.

Although we are giving aid to foreign countries, the training is undertaken in Australia – therefore universities and local communities and businesses benefit too, both financially and culturally,’ she said. ‘The students benefit because, on top of receiving top-notch training in their areas of expertise, and a better grasp of English, they get an eye-opener as to what happens here – how we live, the social differences and an awareness of the world that they may not have had before. ‘This changes the generation back home as well – with the whole community seeing the benefits of pursuing an education.

These students are an inspiration to all.’

Di estimates that about 160 AusAID students have been through AMC in the past 25 years – and it’s growing. There were six students when she began in 2005, and there are currently 30 at AMC this year at various stages of their degrees.

The list of countries involved includes Sri Lanka, the Maldives, Fiji, Solomon Islands, Papua New Guinea, Indonesia, Vietnam, Chile, Vanuatu, Tuvalu, Mozambique, New Caledonia, Tonga, Kiribati, Cook Islands, Samoa, and Trinidad and Tobago.

Di has played ‘den mother’ to them all for the past seven years.

‘I keep an eye on them and stop them from falling through the cracks. I provide pastoral care and keep them on track academically by finding them tutors,’ she said. Di takes charge of the five-week Introductory Academic Program (IAP) that is given to all AusAID students before starting their classes at AMC. The orientation includes everything from academic skills, computing and English language training (including an introduction to the intricacies of Aussie slang); to lessons on housekeeping, budgeting and social etiquette.

Di Hazelwood

‘We went on a fishing trip as part of the IAP earlier this year and none of the students wanted the day to end. They were unsure on how to clean and cook the “foreign” fish that they caught, so I took them home and my husband showed them the Aussie style of filleting and cooking them, and then we shared a meal together,’ she said. Di estimates that she is still in contact with around 60 per cent of the AusAID students that have been through here during her time.

‘Most of them are still living in or near their country of origin and making a huge difference on the ground there. AMC has a great history of that,’ she said. ‘In Samoa, one of our former students is the Minister for Transport and in PNG a high percentage of their top maritime business and fisheries management people have been AMC trained. ‘In Solomon Islands, all of our former students are making a huge difference in the area of fisheries management.’

Di has been so inspired by her time with the AusAID programme that she is considering taking up volunteering for overseas aid programmes in her retirement. ‘You could spend your whole life doing projects. There is so much need in so many countries,’ she said. ‘It’s been a rewarding job in so many ways. I get a lot of satisfaction out of it. ‘It’s opened my eyes to many different cultures and humbled me many times over with how much I have got, versus how much I think I need.’

AMC will return to Fiji in March 2013 for the Fiji AusTrade Education Roadshow, and hopes to attend further roadshows in Indonesia and Vietnam.

Article contributed by Kirsten Woolley Australian Maritime College, an institute of the University of Tasmania kw14@amc.edu.au Pacific Maritime Watch 2013 | Issue 57

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PORTS

Japanese Ambassador presents spare parts for tug boat MV Hifofua worth 1.1 million pa’anga The Ambassador of Japan to Tonga, H.E. Dr Kazu-chika Hamuro, presented the Minister of Public Enterprises, the Hon. S. Fe’aomoeata Vakata, with spare parts worth 1.1 million pa’anga for the tug boat MV Hifofua on Wednesday 13 February, 2013. The ceremony was held at the Queen Salote Wharf, in the presence of Ports Authority of Tonga Board members, Management Committee members and staff.

T

he tug boat was built in Kobe, Japan, and donated by the Government of Japan to the Government of Tonga in 1994 for use as a harbour tug by the Ports Authority. It also has capacities for firefighting and salvaging. The tug incorporates weather deck space at the aft, rigged with a large hydrauliccontrolled tow hook for towing and salvaging of vessels broken down in mid-ocean or stranded, and for any other type of heavy marine work.

The Ports Authority of Tonga found this tug boat very useful for managing overseas vessels in the harbour. The Ports Authority has been responsible for the operation and maintenance of the boat over these many years, with frequent dry docking in Suva, Fiji. The last dry docking was in December last year, 2012. The spare parts are for the engines of the tug boat. The main engine is a twin screw – a Yanmar 4 stroke 6 cylinder.

The spare parts are essential to replace parts that have been operating for more than ten years.

The Ambassador of Japan to Tonga, H.E. Dr. Kazu-chika Hamuro, handed over to the Minister of Public Enterprises, the Hon. S. Fe’aomoeata Vakata, spare parts worth $1.1million pa’anga for Tug Boat MV Hifofua

Article contributed by Ports Authority Tonga marports@kalianet.to

International best practice planned for Fiji’s Ports Terminal Ltd The Operations Division of Ports Terminal Ltd (PTL) is looking seriously at implementing international best practice in its operational procedures during the year.

P

TL General Manager Eminoni Kurusiga said that initial contacts had been made, and some early discussions had taken place with regard to some global ports, as well as the possibility of conferring with some of our neighboring Pacific Island countries.

‘A classic example in this regard is that of the SATO Group of New Caledonia. A study of this overseas company’s operations would be a useful first step at a regional level towards the adoption of international best practice,’ said Mr Kurusiga.

‘One of the company’s key performance indicators (KPIs) is to increase the vessel turn-round time,’ he said. ‘One reason for our interest in the stevedoring operations at Noumea is their achievement of a 30 container-an-hour rate of container movement, using the mobile cranes that are the same make and model as the ones we have in Fiji. Depending on the

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Pacific Maritime Watch 2013 | Issue 57

outcome of the discussions with the SATO Group, there could be closer working ties where knowledge and idea sharing are possible.’

Mr Kurusiga said that, while there are challenges to be overcome in increasing productivity and efficiency, he firmly believes that it is possible to find solutions to these.

‘There may be short term measures at first, but we need to “clean up our back yard” if the company is to be in a position to benchmark with international best practices as attained by global ports,’ said Mr Kurusiga.

Article contributed by Pacific Reach Limited virgo@connect.com.fj

PORTS

Ship turnaround time Over 2000 ships called into Port Moresby and Lae ports last year – 500 vessels more than the number that called into these ports in 2009.

S

tatistical reports supplied by the two ports for the two years show 1030 vessels called into Lae Port in 2009 and 851 in 2012, while 499 ships called into Port Moresby Port in 2009 and 1157 vessels in 2012. Total time at anchor for 2009 clocked by these vessels was 45,188 hours at Lae Port and 22,339 hours in Port Moresby Port; three years later the time clocked by the vessels at anchor came down to 11,093 hours at Lae Port and 19,204 hours at Port Moresby Port.

The statistical reports produced by PNG Ports show that the time spent at berth by these vessels in 2012 was 38,397 hours at Lae Port and 75,503 hours at Port Moresby Port, up from 17,920 hours at Port Moresby Port and 34,852 hours at Lae Port in 2009. However the increase in the times at berth is a result of the two ports handling more ships and cargo.

In 2012, the two ports handled a total of 273,994 twenty-foot equivalent units (TEU or containers) – 89,503 TEU at Port Moresby Port and 184,491 at Lae Port – with over 4 million tonnes of total revenue tonnes of cargo either as exports or imports, compared to 2009, when the two ports handled 201,494 containers in total – 128,721 at Lae Port and 72,773 at Port Moresby Port – with over 3 million tonnes of cargo passing through as exports or imports.

According to Chief Executive Officer Stanley Alphonse: ‘What these statistics clearly shows is that the numbers and sizes of ships have increased since 2009, along with the volume

of cargo handled by these ports, but the ship turn around time declined. The outstanding performance is attributed to improved efficiencies in our operation.

‘The results we have achieved comes at a time when our company is driving a reorganisation and modernisation programme that covers all facets of our operations. This programme includes the Lae and Port Moresby Ports remodeling, the commission of the rubber tyred gantry cranes and mobile harbour cranes and the rehabilitation of our core infrastructure,’ he said.

Mr Alphonse said that at the close of 2012, PNG Ports had undertaken up to PGK 200 million worth of capital investments in Lae and Port Moresby ports with the overall objective of improving productivity and efficiency at the two ports.

‘The challenges ahead are enormous, as some of these initiatives are critical and will directly address and affect the way business is conducted. There may be some opposition to these initiatives but over time, the changes will be embraced and we will all move forward,’ Mr Alphonse said.

Article contributed by Melissa Fairi PNG Ports Corporation Limited Melissa.Fairi@pngports.com.pg

■ Rubber Tyred Gantry (RTG) cranes at work at the Port Moresby Port. RTGs

are part of PNGPCL's reorganisation and modernisation program

Pacific Maritime Watch 2013 | Issue 57

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OTHER

MARITIME

NEWS

Call for Entries: Safe Affordable Ferry Competition Registrations are now being accepted for the Worldwide Ferry Safety Association (WFSA)’s annual student competition for the design of safe affordable ferries to serve developing nations. Ferries are to be designed according to specifications of a particular developing and emerging market nation, this year: Bangladesh. The top prize is $5,000 with additional prizes of $3,000 and $1,000, with winners invited to an award ceremony. Those interested in registering should contact the WFSA, though email at ferrysafety@gmail.com to receive further information and a registration identification number. The registration period closes April 1, 2013. Submissions are due electronically by June 1, 2013.

Further background: The competition has been launched in response to the tragic record of ferry fatalities in parts of the developing world. It builds on a ferry safety project initiated by Interferry- a professional organization, in partnership with the International Maritime Organization (IMO, the UN agency whose responsibility includes shipping safety). Interferry and IMO worked with Bangladesh, which volunteered to act as pilot, establishing a Ferry Safety Working Group to examine causes and implement demonstration projects. IMO also organized Ferry Safety Information-Sharing Forums in South East Asia and the South Pacific. These experiences indicated that one of the most difficult problems to address was the lack of safe affordable ferries. WFSA’s Executive Director, Dr. Roberta Weisbrod, explains that: “We decided to emulate design studios addressing other developing world problems and thereby unleash innovation for all. In addition to generating new designs, another goal is to let the maritime community know about the opportunities in emerging markets.”

The 2013 competition calls for an innovative concept for a ferry prepared to basic design detail. The terms of reference are for a ferry able to transport 500 passengers along Bangladesh’s inland river system, between Dhaka, the capital (and a major commercial center) and Barisal, a region 250 km to the south. The ferry must be safe to operate in the conditions of the waterway and weather, and meet required passenger capacity guidelines. Additionally, the ferry must be affordable to construct, acquire, operate, maintain, and repair. Upon registration, full specifications will be provided. Student teams are encouraged to collaborate among disciplines and across national boundaries.

About the organizer: The Worldwide Ferry Safety Association is dedicated to improving ferry safety in developing nations. WFSA is a not-for-profit Delaware corporation initially founded in 2004, presently waiting IRS notification of reactivation of tax-deductible status.

For further information, please contact: Roberta Weisbrod, Ph.D. Executive Director Worldwide Ferry Safety Association, 54 Remsen Street, Brooklyn, NY 11201 Telephone: +1 718 722 2824 email: ferrysafety@gmail.com

Transport Programme

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Economic Development Division Secretariat of the Pacific Community Private Mail Bag, Suva, Fiji Email: edd@spc.int Tel: +679 337 0733 Fax: +679 337 0146 Website: www.spc.int/edd Pacific Maritime Watch 2013 | Issue 57