Seaways - May 2011 by Newnorth Print Limited

71 - 2011 19

celebrating 40 years May 2011

Annual report Enclosed space rescue Lifeboat safety

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A good year

uch of this month’s issue is devoted, as usual, to the Annual Report of your Council on the activities of the Institute (see pp 4-11) and the audited accounts (see pp 12-14). As a charity, this is a legal requirement but, even more important, it is an essential part of the process of keeping the membership informed. The Institute has a very broad range of members working in many different sectors of the maritime world and yet bound by their common interest in the control of sea-going ships and their safety. The subjects that our members write about in Seaways and in the books we publish are equally diverse but again have a common over-arching theme as they seek to educate maritime professionals and improve the safety and efficiency of operations. The aim is to develop and share best practice whether this is for current operations or looking ahead to the needs of the future. The Annual Report seeks to provide an insight into the scope of this work and the positive outcomes it has achieved. While we certainly had a very good year financially, in what were still volatile and difficult trading conditions for many markets in the maritime world, the really important outcomes are where we have made a difference. Our input to the IMO is part of this process and our representative role there has developed well over the year. The consultation

process we have set up is extensive and complex to ensure that it covers all areas of the IMO work. It has taken some time to make best use of it and, as importantly, to provide feedback to the membership on IMO debates and decisions but regular reports are now being published in Seaways (see pp 22-23). In addition to these short summaries, substantive articles cover the major issues being addressed particularly actively by the Institute. Two such subjects are the long running safety concerns surrounding lifeboat on-load release hooks and enclosed spaces (see pp 24-25 and pp 2629). Progress has been made on lifeboats hooks after extensive work by the Industry Lifeboat Group (ILG) and tough debates at the IMO. The key requirement for enclosed spaces is to increase the awareness of their dangers and ensure that appropriate training and safety equipment is in place to prevent deaths and injuries. However, when accidents do occur it is equally important that the rescue techniques and equipment are fully understood and practised. So what makes a good year for the Institute? It is important to be a sound business financially. That means not making a loss. To ensure that the Institute has the resources to address the professional needs of the future, it is far better to generate a surplus across the range of activities to improve our

services and begin new initiatives. Taking decisions for the future health of the Institute is also a mark of a good year. 2010 was such a year with key decisions taken on the membership, new projects, future staffing, and web services amongst others. We can look ahead with confidence and situational awareness.

Lifeboat safety

MARS

17-20

Letters

Nautelex

Conferences

NI Log

33-34

People

35-36

Claire Walsh The retirement of Claire as editor of Seaways is covered in the Annual Report and her successor, Lucy Budd, is announced in People (p 35). The Institute is fortunate indeed to have had the dedication and expertise of Claire for the past 16 years during which she has worked with and guided hundreds of contributors to ensure that the journal became the highly respected and useful publication that it is today. Many will know that she has worked all hours and at weekends, despite being our freelance, part time editor, as the monthly schedule is unremitting and deadlines must be and always were met regardless of many personal challenges along the way. The Institute will be making an appropriate presentation to Claire to mark her retirement and if any members wish to contribute to it they should send their donation to the Chief Executive – made payable to The Nautical Institute.

Features Captain’s column Annual report Financial statements Council members AGM Seaways May 2011

3 4-11

IMO report

24-25 22-23

12-14 15-16 21

Rescue from enclosed spaces

I Cover: Enclosed spaces such as chain lockers

26-29

and cargo tanks pose considerable difficulties for rescue teams. See feature, pp 26-29. Cover picture: © Fotolia

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celebrating 40 years

SEAWAYS

The International Journal of The Nautical Institute ISSN 01 44 1019 Editor Lucy Budd BA (Hons) email: editor@nautinst.org

Nautical Institute Chief Executive Philip Wake MSc, FNI email: cpw@nautinst.org

The Nautical Institute President Captain J A Robinson DSM, FNI, Irish Navy (Retd) Vice Presidents Captain M K Barritt MA, FNI, RN Captain A R Brink FNI Mr P Hinchcliffe OBE, FNI Captain S Krishnamurthi FNI Captain R J McCabe FNI Captain S Tuck FNI Hon. Treasurer Captain R B Middleton FNI

Advertise in Seaways Seaways reaches more than 7,500 qualified mariners, with a pass-on readership in excess of 22,000, in more than 110 countries, through the unique Nautical Institute network. Seaways’ editorial provides a leading-edge forum for issues of vital concern for these professionals. Seaways’ readers are active, qualified seafarers with a huge influence on products and services that are used on their ships. It is also the ideal recruitment medium for senior appointments. Contact: Tony Stein: tel: +44 (0)1506 828800 fax: +44 (0)1506 828085 email: tony.r.stein@btinternet.com

All enquiries regarding membership, Seaways editorial and subscriptions should be made to: The Nautical Institute 202 Lambeth Road London SE1 7LQ Tel: +44 (0)20 7928 1351 Fax:+44 (0)20 7401 2817 Website: www.nautinst.org Publications sales email: pubs@nautinst.org Membership enquiries email: member@nautinst.org DP Certification & Training email: DP@nautinst.org

Advertising manager: Tony Stein, 12 Braehead, Bo’ness, West Lothian EH51 0BZ, Scotland; Tel +44 (0)1506 828800; Fax +44 (0)1506 828085; email tony.r.stein@btinternet.com Seaways May 2011

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CAPTAIN’S COLUMN

Preventing spills in port Captain Ravindra Varma MSc, MNI Of late there have been several incidents of oil spills occurring during the bunkering of ships at anchorages. These incidents have taken place in spite of the company procedures made under the ISM Code that are commonly found in most ships. So why do these incidents occur repeatedly? Is there a way to control the risks involved?

he bunker spill from the Dubai Star in the San Francisco bay area means that local regulators are looking for solutions to the numerous small spills that take place due to the overflow of bunker tanks at anchorage. They are recommending placing booms around the vessel at anchorages. This is often impossible because of the high velocity of currents in the area. In any case, placing oil spill booms is a question of emergency preparedness and not a prevention method. I suggest adopting an approach that addresses issues of human error and risk, rather than preventing spills spreading after the fact. The answer lies in conducting a simple job risk assessment at a pre-transfer meeting with the deck officer of the watch, engine room officers and the bunker barge Master. This meeting should take into account the prevailing conditions, including weather, current, wind and marine traffic near the anchorage.

Seaways May 2011

Additionally, it should consider the condition of the hoses, existing and final bunker tank levels, list, trim and draught. Finally, it has been found that most overflows are caused by human error. Contributing factors include fatigue and its cascading effects of inattention, negligence, omissions and lack of ability to concentrate. This is a real human error risk beyond the control of the individual involved, and must be taken into account when planning the transfer. The following questions should indicate the safety measures to be taken: G What can go wrong? G Which of the following factors can cause it to go wrong: (a) Prevailing environmental conditions (b) Ship’s condition, barge condition and equipment (c) Human conditions both on the vessel and the bunker barge? G What should be done to prevent it from going wrong?

Best Management Practices In order to overcome human unreliability and minimise risks in bunkering operations, a three stage loading method with the use of visual placards is recommended. In the first stage, up to four bunker tanks are loaded to up to 75 per cent of the total capacity of each tank at full load rate. In the second stage, two tanks at a time are loaded to up to 90 per cent of capacity at a slower rate. In the final stage, one tank at a time is topped off

at a very slow rate. This system takes into account human limitations as the risk of overflow increases. Another frequent cause of spills – also attributable to human error – is that bunker barges might not stop pumping when asked to do so by the ship via UHF/VHF handsets. Orders might be missed due to high noise levels, often accompanied by vibrations from the bunker barge deck when a pump is running. The use of ear protectors, while required for personal protection, impairs effective communication. These issues can be managed in many different ways. Recommended practices include: G Daytime: Use of large placards with words ‘Standby’; ‘Start pumping’; ‘Stop pumping’; ‘Reduce loading rate’ and ‘Increase loading rate’. These placards should be used in addition to voice communication. G Night time: Use red, green and blue flashlights with codes as above. The codes must be discussed in the pre-transfer exchange of information. G Headsets: Some barges carry built in headsets in helmets, connected to VHF/UHF sets that cancel the ambient noise on barges. An effective risk assessment meeting conducted before the bunker transfer begins with all the parties involved is the most reliable control measure for reducing the risk of human errors. I The author welcomes comments at ravipvarma@gmail.com

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THE NAUTICAL INSTITUTE

Annual Report 2010 The final year of the Strategic Plan 2006-2010 saw further strides in achieving its aims and objectives. Key amongst them was addressing the structure and criteria of membership, as the existing system was considered to be creating more barriers to entry and advancement within the Institute than encouragement for professional development. An extensive consultation of members was undertaken through Seaways’ articles and at meetings around the branch network. The Membership Committee also considered a number of options using case studies of various members, their qualifications and experience. The outcome, approved by Council and unanimously at the AGM, was a fundamental revision of the membership grades and criteria to present the Institute as the representative body for all maritime professionals involved in the control of sea-going ships. It is pleasing to note that personnel in sectors previously resistant to membership, such as offshore and coastal as well as younger officers, are now joining in increasing numbers, while the existing membership, with very few exceptions, has accepted the changes as essential to the future of the Institute.

Objectives and activities

his report provides a resumé of much of the work of the Institute during the year although space does not permit it to be comprehensive. Council is grateful to the many members and the staff whose dedication and professionalism have achieved so much. While not all of the deliverables set out in the Strategic Plan have been achieved, the on-going issues to be addressed are largely industry-wide problems that require cooperative effort with many other organisations to achieve the envisaged change. This work will continue and wherever possible the Institute will take a lead in it. The pace of technological development in the industry is unremitting and the Institute must look ahead to anticipate the

changes to work practices and training requirements resulting from such developments. Devising and promulgating best practice in this rapidly changing world to ensure the improvement of safety in shipping operations and the protection of the marine environment is a service to the maritime industry and general public worldwide, not only to our members.

IMO Representation Council’s IMO Committee oversees the work processes and Institute submissions to the IMO to ensure that they represent the members’ views and Institute policy. Consultation with the membership is organised through the Sea-Going Correspondence Group, IMO advisory groups, the branches and website forums. Position or information papers submitted

to the IMO have to be approved by the IMO committee, although our delegates, under the direction of the Head of Delegation, must be trusted to make appropriate verbal interventions as the debate develops. This work is governed by a set of guiding principles, so avoiding personal prejudices and ensuring a professional standpoint is taken. A work matrix in line with the new Strategic Plan is being developed covering specific IMO agenda items, committees and sub-committees, and this will be updated as necessary. The Institute has attended all IMO committee and sub-committee meetings, with one minor exception, a total of 16 meetings plus two diplomatic conferences, two intersessional working groups and two correspondence groups. Volunteer delegates attended five meetings during this busy year: G STW – Captain Sarabjit Butalia MNI from India; G BLG – Captain Stephen Gyi MNI from the UK; G Legal – Captain François Laffoucriere AFNI from France; G Maritime Safety Committee – Captain Robert Kieran FNI from Ireland; G Safety of Navigation – Captain Kevin Coulombe MNI of the USA. Two other meetings would have been attended by volunteers but their work commitments precluded this at the last

Seaways is posted to all Institute members. The subscription rate to others is £75 pa. Opinions expressed in articles and letters are those of the authors only. The Nautical Institute is a company limited by guarantee No. 2570030 and a registered charity in the UK No 1004265. © 2011 The Nautical Institute ISSN 0144-1019. Printed in England by O’Sullivan Communications, Southall. Typeset by Tradeset Ltd, Eastcote, Pinner Seaways May 2011

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Annual Report moment. Other Institute staff attended meetings as necessary in their areas of expertise. Captain Harry Gale FNI was involved in work on lifeboat release hooks, entry into enclosed spaces and port reception facilities, and David Patraiko FNI continues to be the driving force on e-navigation. Much of this work is reported in Seaways and regular features are planned in the future to keep the membership informed and involved.

Publishing Publishing had a very good year in 2010 with several new books launched. Efforts continued to be aimed at improving cash flow and increasing sales and these were successful, even though trading conditions continued to be difficult in the recession. Marketing and communications efforts, coordinated by Faye Turner, have contributed to the upward trend. Strengthening ties with booksellers for sales to companies and training institutions continues to be a priority, as our books are designated as set works for their ships and training courses, so generating bulk sales. Book launches now include relevant seminars or workshops, with attendance at these events increasing. Publications will continue to support the aims and objectives of the new Strategic Plan and this is being examined to produce a detailed future plan of work. I Books published in 2010: ECDIS and Positioning, Volume 2 of the Integrated Bridge Systems series by Dr Andy Norris FNI, was published early in the year. Sales have been encouraging as several companies are ordering the book in order to train their own crews. This will be a push for the future, with many shipowners refusing to consider the topic until the deadline for ECDIS installation on their vessels draws near. Bulk Carrier Practice, 2nd Edition by Captain Jack Isbester FNI, was launched to coincide with the Marine Safety Committee deliberations at IMO. This long awaited

edition of an industry standard was very well received and sales are strong. The UK P&I Club has had a batch printed with its logo for distribution to its members, and similar relationships are being sought with other organisations. In a similar vein, a handbook to complement The Mariner’s Role in Collecting Evidence, another industry standard, was published jointly with the North P&I Club and launched at the North East England Branch ‘Mariner and Maritime Law’ seminar in November. The handbook is sold as a package with the Mariner’s Role in Collecting Evidence book. The Simulator Instructor’s Manual by Jillian CarsonJackson MNI was published towards the end of the year. There is a great deal of interest in this topic and we expect this to be the start of a series. The DP Operator’s Handbook was revised and relaunched in a new design which has been very successful with customers. I Work in progress. Much of the effort in the coming two or three years will be to make sure that the Institute’s titles remain current. There are many existing authors who are busy bringing their works up to date. These will come through for publishing from 2011. Current projects include: working with the International Salvage Union on a handbook to provide guidelines for the management of casualties; Steven Jones MNI is working on a new edition of Maritime Security and a package of products to complement it; Captain Duke Snider FNI continues to work on Polar Ice Navigation; Captain André le Goubin FNI on Mentoring at Sea; and Captain Paul Drouin AFNI on his book covering lessons to be learned for shipboard safety from accident investigations. Drills on Ships is another new book planned on how to make these essential tasks interesting. The Royal Navy is renewing its contract and has agreed to the printing of extracts. These will be the basis of several new books aimed at customers who would not be

L The Nautical Insitute delegation has played an active role in discussions at the IMO

Seaways May 2011

L Bulk Carrier Practice was reissued in a new edition

interested in the complete volumes. Initially there will be new editions of Astro Navigation and Admiralty Manual of Seamanship. I Marketing. In the same way that the books have been redesigned, marketing material is being updated. The main flyer for membership was the first to have the new look and a range of leaflets have been produced for new books and the Dynamic Positioning (DP) Scheme. The Institute had a stand at the 2010 Posidonia Exhibition in Athens. Some 3,000 people visited, expressing an interest in membership, publications and the work of the Institute generally. It was a busy week, raising the profile of the Institute in an important market. The Institute was also represented at several other industry conferences and events throughout the year, resulting in book sales and new membership applications. An eNewsletter has been started to improve our communication with members and to keep people up-to-date on matters which might not be headlined in Seaways. A lot of work is going into updating and redesigning the website to ensure that it will be easier to use and of real value to members as well as potential members. The Facebook group has more than doubled in size in the past year to over 800; the LinkedIn professional network group continues to develop strongly with many useful discussion streams; and a YouTube channel is under development. It already features the Alert! Vodcasts and more material will be added when available. G Seaways. Very sadly our long-serving Editor, Claire Walsh who was deservedly elected as a Fellow in December, has decided to retire. Claire has been at the helm of this premier journal for 16 years and has developed it into one of the most respected industry publications in the world. It speaks with authority on a broad range of subjects in the shipping industry, naturally including safety and professional

L Launching The Mariner’s Role in Collecting Evidence Handbook

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Annual Report development. Claire has established an enviable working relationship and mutual respect with many members and others over the years. Council, and undoubtedly the whole membership and staff, wish Claire a well deserved retirement during which it is hoped that she will keep in touch with her many friends in the Institute. We are lucky to have secured the services of Lucy Budd who has worked for The Baltic and other maritime industry magazines. She is working with Claire to take over the management of the Journal in May 2011 and is employed full time at the Institute HQ with the intention of developing additional periodical titles in due course as envisaged in the Strategic Plan.

Professional Development The Professional Development (PD) Committee continues to develop the functionality of the Institute’s Continuing Professional Development (CPD) web portal. The Nautical Institute defines CPD as ‘the systematic maintenance, improvement and broadening of knowledge and skills, and the development of personal qualities necessary for execution of professional and technical duties throughout the individual’s working life, at sea and ashore’. Council has mandated that the PD Committee formulate a formal approach that will support members to explore through-life career opportunities, identify training options, and document their personal progress and achievements. The CPD portal is in the members’ area of the Institute’s website and is accessible using a valid surname and membership number. CPD activities are arranged in annual cycles, and members are encouraged to identify their targets for each year and document their progress. At this time documentation of such activities is purely on a voluntary basis, and rather than collecting CPD Points as is required by some professional bodies, the Institute has adopted the practice of reflection.

L Some 3,000 people visited the NI stand at Posidonia

Members are encouraged to not only document what they have done, such as attending short courses, lectures, professional reading, etc, but then to enter text into their accounts to reflect on the value and benefit of such activities for their professional development. It is hoped that the CPD portal will be a one stop shop for managing our members’ career planning and professional development. It currently has the capability to record past and future activities, automatically build a CV and print reports that can be presented to employers. Flag administrations and employers are also encouraged to request CPD records as evidence of these activities. Populating the Institute’s CPD portal with job descriptions and learning opportunities is a long term activity. Any members wishing to assist the PD Committee in their work should approach the NIHQ staff.

Accreditation Services The respect in which the Institute is held and our high standards for specialised training continue to drive demand for our accreditation services. Further development of these services is envisaged under the new Strategic Plan. It is important that existing standards are kept up to date to meet the industry’s needs. The Council compliments both the Dynamic Positioning (DP) Training Executive Group (DPTEG) with its Regional Training Provider groups (RTPs) and the lead accreditors for oil spill response training on their work in this area. The inclusion of DP training in the recommended Part B of the STCW Code under the 2010 Manila Amendments means that some flag states may wish to authorise this training. The Institute looks forward to working with them to ensure that the lessons learned over the years in running the industry scheme are fully applied with no fall in standards. The increase in numbers of DP training

L Claire Walsh is appointed FNI

L Seaways has thrived under Claire’s editorship

centres worldwide continued, with nine new centres receiving accreditation in addition to six re-accreditations and one sea time reduction training scheme. Five centres lost their accredited status, so that there were 62 approved training providers in this specialisation at year end (a 22 per cent increase) with more applying for the future. A total of 2,920 DP Certificates were issued during 2010, providing a heavy workload for the Institute’s services staff which they continue to tackle cheerfully. An online application system was implemented at year end to improve the efficiency and timeliness of the certification process, and an online compulsory assessment for the basic/induction course is also being developed. In Oil Spill Response training there were two new accreditations during 2010 (in Greece and Abu Dhabi) plus three re-accreditations (UK and Turkey). The internationalisation of this accreditation service is gathering pace and 2011 promises to be a busy year with five new accreditations in Singapore, Australia, Indonesia and Malta. Other subject areas accredited by the Institute are Leadership and Management (now to be included under the mandatory Part A of the STCW Code by the Manila Amendments), Offshore Ballast Control and Ship’s Visitor.

Open Learning Schemes The Institute continues to offer training schemes to prepare professionals for their roles in command, as harbourmaster, or in square rig sailing. The demand for and content of each scheme is kept under review by the examiners, staff and PD Committee. The harbourmaster examiner, Captain Mike Wier FNI, retired in 2010 after a period of ten years and we thank him for this valuable contribution to the Institute. The new examiner is Captain Martin

L The CPD portal allows members to develop their career prospects

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Annual Report Donnelly MNI, harbourmaster of Drogheda Port in Ireland. The Institute publication The Work of the Harbourmaster is currently being reviewed and updated, so it is timely to review the scheme with regard to both syllabus and pricing. An international e-working group is being set up to progress this work in parallel to the revision of the book. A review team has also been set up for the two square rig seamanship books and certification scheme. There is very active interest in the scheme in Australia and New Zealand where at least 12 candidates are being prepared. There is also scope to revive interest in the qualification in the UK and Europe and in other countries developing their sail training sector. The key to this is ensuring the scheme is properly resourced and that its entry level and syllabus meet the industry’s needs internationally. There continues to be substantial takeup of the command training scheme by ship management companies, many of which use the scheme as part of their internal assessment procedures rather than requiring their officers to submit their work to the Institute’s examiner, Captain Peter Boyle FNI. Two companies do, however, utilise the full, high standard service and there are currently sixteen on-going candidates. Depending on the trade and the business of the ship, in addition to time in the company’s office, it can take up to 18 months to complete the scheme – longer in the case of those referred for further work on one or more parts by the examiner.

Projects & Technical Issues The Technical Committee oversees a very wide range of work by the Institute, including its publishing activities, inter-relationship with professional development, representation at the IMO, and its work with other industry bodies. Key elements of this work include:

L Accreditation services continue to expand

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I ECDIS. The Institute recognises the potential benefits of ECDIS but is aware of a growing number of incidents and accidents attributed either to ECDIS or to use of unapproved chart systems which account for the majority of electronic chart installations on SOLAS ships. In either case, training seems to be the root cause of the problems. It may be that many ship operators feel that moving from paper to electronic navigation is a nominal step. The Institute is convinced that the move to using ECDIS, particularly as the primary system without paper charts, is revolutionary due to the use of automatic electronic positioning functions, and is therefore changing the fundamental process of navigation. The Institute has produced a number of publications to document these changes and to improve the underlying knowledge of electronic charts and positioning systems. A wide range of articles in Seaways has covered many operational aspects of ECDIS. The branches have also played their part in this process, while staff or other members have spoken at many industry events on the subject. Promoting the need for both generic and type-specific training will continue to be an important task for the Institute. I e-Navigation. e-Navigation is a major IMO initiative to harmonise the collection, integration, exchange, presentation and analysis of marine information onboard and ashore by electronic means to enhance berth to berth navigation and related services for safety and security at sea and protection of the marine environment. The rationale for this work programme is that if left unchecked, current systems may become increasingly complex, difficult to use and lead to inefficiencies and accidents. Your Council has mandated that the Institute should take a leading role in this work due to its potential impact on our members. The Institute has therefore actively contributed to the IMO e-Navigation Correspondence Group and to

L ECDIS development and training is a major concern

all the IMO Working Groups. It also chairs the IALA e-Navigation Ship/Shore Operations Working Group, participates in many international events and works closely with members individually, through the branches and Sea-Going Correspondence Group (SGCG). The Institute has been instrumental in raising issues such as alarm management, reliability, ergonomics, and standardised user interfaces (S-Mode) to the top of the agenda, and will continue to campaign for more efficient ship/shore communication. Council would like to thank all those individuals and organisations who have supported this effort, contributed feedback and arranged for staff to visit a wide range of ships. The Institute has also become involved in the European Union’s closely associated e-Maritime initiative, which aims to foster the use of advanced information technologies for working and doing business in the maritime transport sector, and which is targeted to become an EU directive. I Human Element. The Institute continues to champion all aspects of the human element, whether it pertains to equipment design, technology, training or even regulations. A key tool for this work is the Alert! Human Element project, funded by The Lloyd’s Register Educational Trust for which Council is most grateful. The Alert! project produces three bulletins a year exploring all aspects of the human element in shipping with contributions from industry leaders and experts from around the world, edited by Commodore David Squire CBE, FNI. All bulletins, articles and graphics are freely available on the Alert! website, www.he-alert.org. This year also saw the launch of an exciting new human element tool called Alert! vodcasts (video podcasts). Vodcasts are short high quality video clips about human element issues that can be viewed online, shared via most networks,

L The Alert! project produces three bulletins a year

L Vodcasts are a key tool for the NI’s human element work

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Annual Report downloaded to portable devices such as smart phones, and are specifically designed to be embedded in maritime lecturer’s PowerPoint presentations. Each vodcast corresponds to one of the first 21 Alert! Bulletins, each of which covers a single issue such as ergonomics, quality, design, etc. It is hoped that these vodcasts will help raise the awareness and understanding of how the human element applies to ships, for the estimated 500,000 maritime students around the world and in all disciplines, many of whom may spend their life in the shipping industry but never work on a ship. Council is delighted that this project has been short-listed for the prestigious Seatrade Award in the ‘Investing in People’ category. I Environment. The Institute has worked closely with a host of other organisations this year, such as the IMO, International Chamber of Shipping (ICS), GlobalMET, and the World Ocean Council on a range of environmental issues. First and foremost is raising the awareness of our members and others of the complex impact our industry has on the environment and our roles as maritime professionals. Furthermore, work continues on improving waste reception facilities ashore, providing operational guidance on fuel oil and emissions management, and monitoring the impact of the impending ballast water convention. I Lifeboat Safety. This is a long standing campaign for the Institute, with many articles in Seaways over the years to raise awareness of the issues. Active membership of the Industry Lifeboat Group (ILG) has helped to produce submissions to the IMO for approved guidance for the evaluation and replacement of lifeboat on-load release mechanisms. It is anticipated that once this document has been approved and adopted by flag administrations, the current problems with on-load release hooks that have killed and injured so many mariners can begin to be addressed.

L Lifeboat safety is a long-standing campaign

I Enclosed Space Hazards. A marked improvement in the general understanding of the risks of enclosed spaces is evident due to campaigns from insurers, flag administrations, inspection regimes, and the better application of the ISM Code, but deaths still occur. Is the problem with training, procedures, operations, design, complacency – or perhaps all of these? Are ships properly equipped to test for hazardous environments, and to cope with incidents if they do happen? These are all issues under discussion throughout the Institute. Feedback is being gathered on a proposal to the IMO which would mandate enclosed space drills along the lines of the existing requirement for lifeboat and fire drills. The Institute asks whether this will improve safety by enforced repetition, or whether such drills will be just another burden with crews paying lip service to the drills rather than embracing a true safety culture. I GMDSS Scoping Exercise. The GMDSS was designed over 25 years ago and there has not been a full review since it was implemented in 1999, yet technology has developed significantly in that time. The current system is relatively sound, but it is known that there are areas where improvement could be brought about. The first phase of the exercise is directed towards establishing the need for review of the GMDSS and defining what issues should be included. The Institute as an NGO was invited by the IMO to submit proposals to the Sub-committee on Communications, Search and Rescue (COMSAR) which focuses on specific issues of how well the GMDSS performs and whether there are deficiencies. Based on member feedback, this work will continue throughout this important IMO task. I Simulation Training. The Institute is a partner in a two year EC funded project entitled ‘TeamSafety’ to design a 3D virtual and interactive team training software platform to serve seafarers’ safety training needs and to meet

increasingly demanding safety requirements. The prototype to be delivered will be a distributed, scalable, collaborative interactive simulation environment. The proposed system will avoid the simulation paradigm where the trainee selects one of a number of pre-set drill oriented situations. The Institute’s role is to establish the ‘proof of concept’ so the project work will support the Institute’s ongoing efforts for the understanding of and best practice in the use of all types of simulation to improve the effectiveness of maritime education and training. Developments within this project will be reported on the project website www.team-safety.eu. I MARS. A total of 68 Mariners’ Alerting & Reporting Scheme (MARS) reports were published in 2010, providing a satisfactory mix of incidents and operations. Improvements have been made to the MARS website to ensure universal acceptance of the reports and allow reliable online searches. The editor, Captain Shridhar Nivas, deservedly elected as a Fellow in December, will now include the relevant Rule Number(s) in the title for reports involving Colregs violations. He is convinced that this will assist in better understanding of the incident and Colregs, and improve recall of lessons learnt. Members are reminded that, as professionals, they should submit any reports from which lessons can be learned in order to help their fellow members and contribute to a safer industry. MARS is much valued by the industry, as can be seen by the wide range of sponsors supporting it and to whom Council is most grateful. I Sea-Going Correspondence Group (SGCG). Council would like to thank all members of the SGCG who have contributed so much throughout the year. Valuable and timely operational feedback has been given on a wide range of topics such as electronic charts, criminalisation, the updating of industry publications, the

L The Institute is involved in an EC-funded project to improve simulation training

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Annual Report regional safety of navigation issues, virtual aids to navigation, and under keel clearance calculations to name just a few. Having such a responsive group helps the Institute enormously with its work, particularly at the IMO, and strengthens its role as a representative body of maritime professionals. New members who are actively engaged at sea are always welcome – contact Captain Harry Gale FNI at hg@nautinst.org.

Finance and Staffing The Finance and General Purposes Committee keeps the Institute’s income and expenditure under review. The Committee continues to review the management of the Institute’s investment portfolio in a recovering but still rather volatile financial market and sets the reserve policy to ensure the Institute’s contingency needs continue to be met. It was resolved that the capital reserve target should remain at £400,000 and within that the contingency reserve should continue to be £275,000. The trend of the fund continued upwards and the year end value of £425,818 represented a 16.4% increase over the year. The 2010 accounts reveal an operating surplus of £114,524 (5.1 per cent of total income) – an extraordinary performance in what has been another tough year for all in the maritime industry. All departments met or exceeded their budgeted revenue targets and further improvements in cost control, particularly in publishing, helped to generate the surplus which will be used in the Institute’s work in the future. The increase of externally funded project work is most welcome, as it is for the benefit of the whole industry rather than just members. As reported above, there continues to be strong demand for our services and publications, and we are beginning to see the long sought-after growth in membership. The main sources of income remain subscriptions £521,240 (£465,423 in 2009),

L The Sea-Going Correspondence Group welcomes new members

Seaways May 2011

publications £788,149 (a 42.6 per cent increase on 2009 thanks to new books and editions) and accreditation and certification services £423,449 (£368,237) whilst donations increased to £352,771 as new funded projects were devised. We are most appreciative of the continued support of the Human Element project (Alert! Bulletin and Vodcasts) by the Lloyd’s Register Educational Trust and to other donors contributing to our e-Navigation work and the Mariners’ Alerting & Reporting Scheme (MARS). On the expenditure side, staffing remained stable through the year although some temporary cover was employed to assist at peak times. Most expenditure was in line with or below budget when activity levels are taken into account although further development of IT systems has again added to depreciation. A major tour by the President and Senior Vice President of branches in Australia and New Zealand with visits in southeast Asia en route took travel expenditure over budget but these areas only receive such visits every three or four years and it is important in terms of recruitment and retention that the Institute’s outreach is maintained. The publications stock was thoroughly reviewed and the opportunity of strong sales was taken for a major write-off of slow moving and out-of-date books, some of which have been removed from the stock completely. As a result the ‘cost of sales’ in the accounts shows a substantial increase but the stock value is now far more realistic. It is pleasing to report that the outsourcing of packing and despatch of publications has produced the expected efficiency improvements with faster delivery of orders to customers and more effective employment of Institute staff. Despite the slow recovery from recession, the committee recommended to Council that the policy of small annual increases in the subscription rates should continue to be applied with an average 3 per cent increase from April 2011

(published in the February 2011 issue of Seaways), even though this is below the current UK rate of inflation of about 4.7 per cent. The Institute took the opportunity offered by the change in membership grades to restructure the subscription rates into a matrix that takes full account of the varied financial standing of our members in different parts of the world, depending also on their stage in life. This matrix was implemented from July 2010 and will be reviewed annually based on economic data to ensure that reduced rates are applied in the right countries and to the appropriate members. I Public Benefit: The Directors confirm that they have complied with the duty in Section 4 of the Charities Act 2006 to have due regard to the Charity Commission’s general guidance on public benefit and that the activities carried out by the charity during the year were all undertaken in order to further the charity’s aims for the benefit of the charity’s beneficiaries. A detailed explanation is shown under Objectives and Activities in the Trustees’ report.

Membership The membership criteria review comprised the major element of work for the Membership Committee in the early part of the year, culminating in recommendations to Council and thence the AGM. Since then, close attention has been paid to ensuring that the new criteria and procedures are operating effectively. Applications for the new Associate Fellow grade, in particular, have been assessed and precedents established through Council. The focus of the Institute remains firmly on those involved in the control of sea-going vessels, whether they are employed at sea or ashore, but a more encompassing view of that control is established under the new criteria. On 31st December 2010 membership stood at 5,911 (5,874) providing a net increase of 37 (decrease 419). Figures in

L The Insitute is grateful to sponsors of the MARS scheme

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Annual Report brackets are the 2009 totals. The graphs and tables below show the breakdown of the membership at year end in terms of grades, recruitment, and geographical distribution. The second half of the year was notable for an increase in recruitment, especially from the offshore and coastal fleets as well as younger officers entering directly into the revised MNI grade, which resulted in the year’s total breaking the 500 level for the first time in many years. In addition, 68 former members re-joined whilst resignations were fairly steady at 173 – many of which were due to retirement. This was a welcome contrast to the first half during which the catchingup process of archiving members whose subscriptions were two years or more in arrears was completed. This process is now run each quarter but the committee is conscious that improved retention is essential if sustained growth is to be achieved. All members, and particularly the branches, can help in this regard. Grade

Hon. FNI

Av Age %

76.0

0.3

FNI

452

63.2

7.6

FNI Retd

164

74.1

2.8

AFNI

162

46.5

2.7

66.4

0.1

4530

51.8

76.6

346

71.5

5.9

44.0

0.0

229

25.6

3.9

AFNI Retd MNI MNI Retd AMNI AMNI(Student) Total

5911

53.4

100

Recruitment Recognition Scheme

2.9 8.2 6.9 45.2 6.5

8.2 1.8 2.5 17.7

Africa Indian Sub-cont and Ocean

Australasia

Europe Pan-Arab

Far East

C&S America

N America

L Figure 1: Geographical distribution of membership 2010

New members came from all over the world, the highest recruitment countries being: UK 176 Ukraine 23 India 48 Australia 22 USA 28 Singapore 21 Bangladesh 27 The UK figure was boosted by the en bloc membership of the Trinity House MN Scholarship scheme which brought in over 50 cadets. Recruitment in the UK and elsewhere in Europe remains strong (see Fig 2). 4.4 6.8 5.2 27.9 9.4

L Table 1 Total Membership 2010

Subscribers

Copies

Corporate Affiliates

MARS Sponsors

Bulk Subscribers

1003

Hon. Subscribers

Subscribers

189

Total

386

1336

L Table 2 – Additional Seaways distribution

13.0

2.7

UK Europe Pan-Arab

Africa Indian Sub-cont and Ocean Far East

Australasia N America C&S America

L Figure 2: Geographical distribution of new members by region 2010

L The new design for the recruitment recognition award

27.8

2.7

The recruitment reward scheme is increasing in popularity and a new design has been chosen for the Award. Congratulations for the highest number of awards in an area goes to members in Bangladesh, where the restructuring of Institute activities through branches in Chittagong and Dhaka under a registered society named ‘The Nautical Institute of Bangladesh’, has led to an upsurge of interest resulting in a doubling of the membership level in just two years. Members here clearly appreciate local activity and this is an example that other countries and branches should follow. A busy year is in prospect as 10 blue, nine silver and six gold awards are currently being prepared for presentation. When better to celebrate these achievements than in the 40th anniversary year of the Institute? Full use will be made of special events organised by the branches to recognise this anniversary and these members.

Branches It was certainly a busy year for the branches, which organised many membership activities, developed local sponsorship, and hosted visits from the Institute’s officers and staff. The AGM, held in Cork, was brilliantly organised by the Ireland Branch. Local member and Senior Vice President, Captain James Robinson DSM FNI Irish Navy (Retired), was duly elected as President. He and the outgoing President, Captain Richard Coates FNI, had previously completed an extensive tour of the Australia and New Zealand branches during which they also spoke at a number of industry conferences and meetings. Such tours could not be undertaken successfully without the hard work and enthusiasm of key branch members. Council thanks these and many

L The 2010 AGM in Cork

Seaways May 2011

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Feature other members who helped to ensure that this tour, and others elsewhere during the year, ran smoothly and achieved their aims. Towards the end of the year Council was delighted to approve the launch of the first branch in Germany, based in Hamburg, where the growth of ship management companies with multinational personnel had increased the demand for Institute membership and activities. It is hoped that branches will also be developed in other German cities to provide local events for members. Also in the autumn, The Nautical Institute of the Ukraine celebrated its 10th Anniversary with a well supported seminar attended by the President, who greatly appreciated the hospitality of the members on his first visit to their country. Many other branch events took place during the year and were reported in Seaways as well as in the branch database referred to below. Cooperation with other professional bodies was evident in many areas and is actively encouraged. One example is our cooperation with GlobalMET, with which the Institute has a Memorandum of Understanding. This led to the Institute and its branches supporting three conferences held in India (Mumbai, Delhi and Chennai) all of which were attended by the President. The trip complemented other NI staff visits to this important recruitment region. Useful contacts were made with the Indian Navy. It is hoped these connections will lead to joint seminars and the recruitment of naval officers as members. The Institute also took the opportunity to felicitate Captain Glen Aroza AFNI shortly after his release from detention in Taiwan, China at the end of the legal proceedings involving the MT Tosa, during which the Institute provided professional support.

Branch Database The Branch technical issues database is now fully functional and accessible

through the members’ area of the website. This searchable feature has been established in order to capture issues raised at branch meetings and to foster synergy amongst the branches in addition to the usual report published in Seaways. Branches are strongly urged to file a very brief report after each meeting to identify key issues raised, and anything that might be further developed by other Branches.

Shipmaster of the Year Award The Nautical Institute & Lloyd’s List Shipmaster of the Year Award was presented for the period 1st July 2009 to 30th June 2010. The level of nominations was again disappointingly small but all four were worthy candidates. The winner was Captain Alwin Landry of Tidewater whose outstanding leadership and seamanship ensured that his ship disengaged successfully from the Deepwater Horizon oil rig as disaster struck and remained on the scene to render assistance throughout the rescue operations. The Awards Dinner is a very high profile international event which gives the Institute the opportunity to speak out on issues of concern whilst praising the winner and other nominees.

Fellowship The Fellowship Committee nominated 18 members and Council was pleased to review the standards and elect them into Fellowship. The new Fellows, whose names appeared in the February 2011 issue of Seaways, come from a variety of nautical disciplines and eight different countries. The election was notable for the advancement of three former Companions and one former Associate Member under the revised criteria implemented with the membership changes. The committee recommended two nominations for the award of an Honorary Fellowship this year, and Council duly

L The President and Senior Vice President visit Australia, seen here aboard Pacific Jewel for the SE Austalian Branch Seminar

Seaways May 2011

elected the Reverend Canon Bill Christianson of the Mission to Seafarers and David Moorhouse CBE of Lloyd’s Register for their outstanding contributions to seafarers’ welfare and maritime safety over many years.

Conclusion Council is very appreciative of the dedication of the staff, as well as its committees and branches, in taking the Institute’s work forward with resolve and initiative. The new representative role at the IMO has been established on a sound and effective footing, new projects for the improvement of safety have been started whilst existing ones continue to be progressed, and the increasing demand for the Institute’s services has been met with cheerful efficiency. It is a small team that is recognised to ‘punch above its weight in numbers’. The year saw the culmination of one Five Year Strategic Plan and the preparation of the next through consultation with the membership and analysis of the input. This was a major undertaking and the resultant plan provides the Institute with many industrywide issues to tackle. To achieve positive outcomes will again require focused work throughout the Institute and in cooperation with relevant industry bodies. It will also require sustained growth in the financial and professional resources necessary to meet these increasing demands and challenges. Council is confident that the Institute is well positioned to do so and can look ahead with confidence.

I Help us to keep you in touch with The Nautical Institute. Ensure we have your email address: Update your record via the Members’ Area in the website or send to member@nautinst.org

L Staff and Council members at the Christmas party team building by bell ringing

L Captain Alwin Landry is presented with the Shipmaster of the Year award

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Annual Report The Nautical Institute (A company limited by guarantee) No. 2570030; Registered charity 1002462

Financial Statements For the year ended 31 December 2010 Report of the Directors for the year ended 31 December 2010 Principal activities: The Institute is registered as a Company limited by guarantee to promote and maintain nautical education. Public benefit: The directors confirm that they have complied with the duty in Section 4 of the Companies Act 2006 to have due regard to the Charity Commission’s general guidance on public benefit and that the activities carried out by the charity during the year were all undertaken in order to further the charity’s aims for the benefit of the Charity’s beneficiaries. A detailed explanation is shown under Objectives and Activities on the trustees report. State of affairs and business review: The company made an operating surplus on the General Fund of £114,524 for the current year (2009: £6,966). After taking into account investment activities, designated funds movements and unrealised losses the company made a surplus of £170,485 (2009 surplus: £79,159). Auditors: The auditors, Appleby and Wood are willing to continue in office and resolutions concerning their appointment will be submitted to the annual general meeting. Fixed assets: Changes in the company's fixed assets during the year are shown on the balance sheet. Directors: The directors of the company during the financial year were: Captain Nicholas Cooper – resigned 10th June 2010 Captain Robbie Middleton Captain Richard Coates Captain James Robinson – appointed 10th June 2010 This report has been prepared in accordance with Statement of Recommended PracticeAccounting and Reporting by Charities and in accordance with special provisions of part VII of the Companies Act 2006 relating to small entities. Approved by the directors and signed on their behalf by: C P Wake, Secretary

Statement of Directors’ Responsibilities Company law requires the directors to prepare financial statements for each financial year which give a true and fair view of the state of affairs of the company and of the surplus or deficit of the company for that period. In preparing those financial statements, the directors are required to: Select suitable accounting policies and then apply them consistently; Make judgements and estimates that are reasonable and prudent; State whether applicable accounting standards have been followed subject to any material departures disclosed and explained in the financial statements; Prepare the financial statements on the going concern basis unless it is inappropriate to presume that the company will continue in business. The directors are responsible for keeping proper accounting records which disclose with reasonable accuracy at any time the financial position of the company and enable them to ensure that the financial statements comply with the Companies Act 2006. They are also responsible for safeguarding the assets of the company and hence for taking reasonable steps for prevention and detection of fraud and other irregularities.

Auditors Report Independent Auditor’s Report to the members of The Nautical Institute Limited We have audited the financial statements of The Nautical Institute Limited for the year ended 31st December 2010 on pages 5 to 12. The financial reporting framework that has been applied in their preparation is applicable law and United Kingdom Accounting Standards (United Kingdom Generally Accepted Accounting Practice). This report is made solely to the charity's members, as a body, in accordance with Chapter 3 of Part 16 of the Companies Act 2006. Our audit work has been undertaken so that we might state to the charity's members those matters we are required to state to them in an auditor's report and for no other purpose. To the fullest extent permitted by law, we do not accept or assume responsibility to anyone other than the charity and the charity's members as a body, for our audit work, for this report, or for the opinions we have formed. Respective responsibilities of trustees and auditors As explained more fully in the Statement of Trustees' Responsibilities set out on page 3, the trustees (who are also the directors of the company for the purpose of company law) are responsible for the preparation of the financial statements and for being satisfied that they give a true and fair view. Our responsibility is to audit the financial statements in accordance with applicable law and International Standards on Auditing (UK and Ireland). Those standards require us to comply with the Auditing Practices Board's (APB's) Ethical Standards for Auditors.

Scope of the Audit of the financial statements An audit involves obtaining evidence about the amounts and disclosures in the financial statements sufficient to give reasonable assurance that the financial statements are free from material misstatement, whether caused by fraud or error. This includes an assessment of: whether the accounting policies are appropriate to the charity's circumstances and have been consistently applied and adequately disclosed; the reasonableness of significant accounting estimates made by the trustees; and the overall presentation of the financial statements. Opinion on financial statements In our opinion the financial statements: G give a true and fair view of the state of the charity's affairs as at 31st December 2010 and of its incoming resources and application of resources, including its income and expenditure, for the year then ended; G have been properly prepared in accordance with United Kingdom Generally Accepted Accounting Practice; and G have been prepared in accordance with the requirements of the Companies Act 2006. Opinion on other requirement of the Companies Act 2006 In our opinion the information given in the Trustees' Annual Report for the financial year for which the financial statements are prepared is consistent with the financial statements. Matters on which we are required to report by exception We have nothing to report in respect of the following matters where the Companies Act 2006 requires us to report to you if, in our opinion: G the charity has not kept adequate accounting records, or returns adequate for our audit have not been received from branches not visited by us; or G the financial statements are not in agreement with the accounting records and returns; or G certain disclosure of trustees' remuneration specified by law are not made; or G we have not received all the information and explanations we require for our audit. Appleby & Wood, Statutory Auditors, 40 The Lock Building, Stratford, London E15 2QB.

Summary Income and Expenditure Account for the year ended 31 December 2010 Total income from continuing operations Total expenditure from continuing operations Net income for the year before transfers and investment assets disposal Realised (Loss)/surplus on fixed asset investments

2010 £ 2,263,495 (2,143,554)

2009 £ 1,721,795 (1,715,214)

119,941 –

6,581 –

——

Net surplus for the year 119,941 6,581 All income is unrestricted funds. A detailed analysis of income and expenditure by source is provided in the Statement of Financial Activities and the notes to the financial statements.

Statement of Financial Activities for the year ended 31 December 2010 Note Incoming resources from generated funds Voluntary income – Donations Activities for generating funds Investment income

3 4

General Designated Fund Fund £ £ 352, 771 788,149 2,057

Other incoming resources Total incoming resources

Total 2009 £

352,771 788,149 12,680

190,231 552,561 10,987

10,623 1,153,600

753,779

– – 10,623

—— —— —— —— 1,142,977

Incoming resources from charitable activities Activities in furtherance of institute's objectives Entrance fees, transfer fees and subscriptions Accreditation and Certification Educational grants

Total 2010 £

159,206

–

159,206

134,356

521,240 423,449 –

– – 6,000

521,240 423,449 6,000

465,423 368,237 –

6,000 1,109,895 – –

968,016 –

—— —— —— —— 1,103,895 –

—— —— —— —— 2,246,872 16,623 2,263,495 1,721,795 —— —— —— ——

Seaways May 2011

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Annual Report Resources expended Cost of generating funds Publicity

500,843 12,668

– –

500,843 12,668

310,693 8,999

513,511

–

513,511

319,692

2 5

291,882 612,146

– –

291,882 612,146

269,503 551,420

311,895 203,273 199,642 –

1,118 – – 10,088

313,013 203,273 199,642 10,088

292,799 108,260 165,213 8,327

—— —— —— ——

Charitable activities Cost of activities in furtherance of institute's objectives Support costs Administration & Governance costs Project costs Accreditation and Certification Prizes and scholarships

—— —— —— —— 11,206 1,630,043 1,395,522 —— —— —— —— 2,132,348 11,206 2,143,554 1,715,214 —— —— —— —— 1,618,837

Total resources expended Net incoming resources for the year Transfer between funds

114,524 –

——

114,524 Other recognised gains and losses Net realised and unrealised Gain/ (Losses) on investment assets Net movement in funds Total fund at 1st January 2010

–

—— 114,524 —— 378,596 ——

5,417 –

119,941 –

5,417

119,941

50,544

——

—— 55,961 —— 378,033 ——

——

—— —— 756,629 ——

170,485

6,581

3 Activities for generating funds

72,578

—— 79,159 —— 677,070 ——

Balance Sheet as at 31 December 2010 Note Fixed assets Tangible fixed assets Investments Current assets Stocks Debtors Cash at bank and in hand Liabilities: amounts falling due within one year

10 11

12 13

56,556 380,240

481,201

436,796

—— 402,115 269,574 103,519

870,334

775,208

(424,421)

(455,375)

——

—— ——

445,913 927,114

——

319,833

2009 £

59,720 – –

– 56,981 42,505

59,720 56,981 42,505

22,417 76,310 35,629

—— ——

—— 59,720 ——

—— 99,486 ——

159,206

—— ——

134,356

57,076 – – –

– 221,177 4,500 9,129

57,076 221,177 4,500 9,129

22,005 231,423 6,578 9,497

—— 57,076 —— 2,644

——

433,994 493,120

—— 927,114 ——

378,033 378,596

—— 756,629 ——

Notes to the Accounts for year ended 31 December 2010 1. Accounting policies a) Basis of accounting. The financial statements have been prepared under the historical cost convention, as modified by the inclusion of fixed assets investments at market value, and in accordance with the Financial Reporting Standard for Smaller Entities, the Companies Act 2006 and follow the recommendations in Accounting and Reporting by Charities (SORP) issued in March 2005. b) Depreciation of fixed assets. Furniture and office equipment is depreciated on the straight line basis over its estimated useful life at the rate of 10 per cent per annum. Computer equipment is depreciated at a rate of 33 1/3 per cent per annum. c) Accounting standards. The company has taken advantage of the exemption available under FRS 1 for small companies not to prepare a cash flow statement. d) Revaluation of investments. The investment assets have been shown at market value in the year ending 31st December 2010 with the comparatives for the year ending 31st December 2009 also shown at their market value. The revaluation surplus has been shown on the statement of financial activities as net realised and unrealised gain on investment assets. e) Corporation tax. The company has taken advantage of the tax exemption allowed due to its charitable status. f) Allocation of expenditure. 10 per cent of salaries and 50 per cent of travelling and meeting expenses have been allocated to management and administration of the Institute, which reflects the proportion incurred in this activity. g) Capital reserve fund. This has been set up from the Sheet Anchor Fund to create a Contingency Reserve and a Projects Reserve. The Contingency Reserve should be based on 3 months’ staff costs, 6 months’ rent and services and the average trade creditors. The Projects Reserve is to enable the Institute to fund specific projects with the approval of the Council, delegated to the Finance & General Purposes Committee. This Fund would be reviewed annually.

—— ——

291,882

—— ——

269,503

(135,320) (132,676) (135,147)

——

2010 788,149

2009 552,561

Books 787,187

Services 962

——

Costs of sales Opening stocks Purchases

399,024 333,811

3,091 565

402,115 334,376

461,464 251,344

Less closing stocks

732,835 (232,863)

Costs of sales

499,972

Surplus on activities to generate funds

287,215

—— —— —— ——

——

3,656 736,491 712,808 (2,785) (235,648) (402,115)

—— 871 ——

500,843

—— ——

310,693

287,306

241,868

General Designated Fund Fund £ £ 2,057 – – 10,623

2010 £ 2,057 10,623

2009 £ 501 10,486

——

—— —— ——

4 Investments income

Bank interest Dividends

—— 2,057 ——

—— 10,623 ——

£ 7,788 570,101

5. Support costs Branch subventions Staff costs Travelling, meetings and AGM expenses

Postage and telephone Printing and stationery Computer expenses Auditors fees Bank charges Rent, rates and service charges Insurance Non-recoverable VAT Office equipment rental General expenses Travelling, meetings and AGM expenses Recruitment costs Staff costs Depreciation

—— 12,680 ——

34,257

6. Administration & Governance costs 15

—— ——

234,806

—— ——

Sales

756,629

These financial statements are prepared in accordance with the special provisions of part VII of the Companies Act 2006 relating to small entities.

Seaways May 2011

2010 £

——

235,648 252,379 382,307

—— ——

Net assets

40,912 440,289

—— ——

Net current assets Income funds Unrestricted funds: Designated funds General funds

2009 £

Seaways Journals £

Resources Expended Conferences/seminars Seaways publications Mars Seaways advertising cost

Surplus/(deficit) on activities in furtherance of the institute's objectives

——

Seminar/ Conferences £

Incoming Resources: Conferences/seminars Seaways income Seaways advertising income

6,581 –

Total fund at 31st December 2010 15 493,120 433,994 927,114 756,229 Movements in funds are disclosed in Note 15 to the financial statements. All amounts above relate to unrestricted funds.

2010 £

2 Activities in furtherance of institute's objectives

—— 10,987 —— £ 5,279 521,781 24,360

612,146

—— ——

551,420

—— ——

2010 £ 16,569 12,668 55,001 4,650 18,224 51,766 4,371 – 3,195 13,091 34,257 – 63,345 35,876

2009 £ 13,443 10,653 59,284 4,400 14,368 51,766 5,361 988 3,093 12,057 24,360 – 57,976 35,050

313,013

—— ——

292,799

7 Net incoming resources for the year This is stated after charging:

2010 £

2009 £

Depreciation of fixed assets Auditors remuneration (audit services)

35,876 4,650

35,050 4,400

8 Staff costs Salaries & wages Social security costs Pension Wages and salaries including benefits No. of employees earning £60,000 to £70,000 No. of employees earning £70,001 to £80,000 No. of employees earning £80,001 to £90,000 Average number of employees

—— ——

——

532,986 57,216 43,243

496,952 50,230 32,575

—— 633,445 ——

—— 579,757 ——

– 1 1

1 1 –

—— 14 ——

—— 13 ——

The chairman and directors did not receive any remuneration during the year.

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9 Taxation The charitable company is exempt from corporation tax on its charitable activities. Office furniture & 10 Tangible fixed assets Equipment Computers Total Cost £ £ £ At 1st January 2010 69,070 221,283 290,353 Additions 945 19,286 20,231 At 31st December 2010 Accumulated depreciation At 1st January 2010 Charge for the year

—— 70,015 ——

240,569

—— ——

310,584

56,080 2,392

177,717 33,483

233,797 35,875

—— 58,472 ——

At 31st December 2010 Net book values: As at 31st December 2010

11,543

—— 12,990 ——

As at 31st December 2009 11 Investments Market value at 1 January 2010 Acquisition at cost Sales proceeds at market value Transferred in the period Surplus in the year

—— 211,200 —— 29,369

—— 43,566 ——

2010 357,983 5,412 (36,873) 40,000 50,544

Market value at 31 December 2010 Other Holdings The Luddeke Prize Trust Fund Investments Cash Market value as at 31 December 2010 Historical cost as at 31st December 2010 12 Stocks Books Member services

—— ——

269,672

40,912

—— 56,556 —— 2009 276,319 9,159 (73) – 72,578

——

417,066

357,983

14,471 8,752

14,471 7,786

—— 440,289 —— 371,950 ——

—— 380,240 —— 329,379 ——

232,863 2,785

399,024 3,091

—— 235,648 ——

13 Debtors Trade debtors Staff advances Prepayments and other debtors

—— ——

402,115

133,517 2,180 116,682

150,988 2,185 116,401

252,379

269,574

14 Liabilities: Amounts falling due within one year: Trade creditors 139,214 Accruals 270,323 PAYE 14,884

237,429 200,289 17,657

424,421

455,375

——

15 Designated funds Capital Reserve Fund Educational fund

Balance New 1.01.10 Designated £ £ 363,544 10,623 14,489 6,000

—— ——

378,033

—— 16,623 ——

——

Utilised/ Realised £ 49,426 (10,088)

—— 39,338 ——

Balance 31.12.10 £ 423,593 10,401

—— ——

16 Related Party Transactions No Trustee received any remuneration for services as a Trustee. The amount of £3,044 (2009 £5,537) was reimbursed to Trustees to cover miscellaneous travel expenses in connection with their roles as Trustees. Captain R B Middleton was paid Accreditation Costs of £Nil (2009 £250) in respect of Oil Spill Response Training. Council members use the Institute's services on the same terms as other members. Because of the nature of the Institute's trades it is not practical to quantify the total of transactions with Council members during the year. However, only minor balances were owed to and from Council members as at 31st December 2010 and any fees paid to Council members are shown separately in the Revenue Account. Council members are required to be full voting members of the Institute. Due to the nature of the Institute's trade, a number of the Council are also directors/ trustees/employees of entities with which the Institute trades, and due to the nature of the trade, it would not be practical to quantify the total of transactions in the period. 2010 2010 Market Fixed asset investments Cost value £ £ Artemis Fund 14,075 17,068 Aberforth Small Co's Trust 10,911 13,283 Aviva 23,903 14,934 BHP 10,074 25,510 BP PLC 9,045 8,380 BT Group 9,287 5,424 Canadian General Investments 10,056 8,630 Centrica 13,941 15,957 F&C 14,227 11,616 First State (Asia Pacific) 11,877 17,088 First State (Greater China) 3,867 8,619 International Power 8,761 13,093 Legal & General 20,130 19,323 Intl Public Partnerships 15,170 15,602 Investec 10,412 16,214 Jupiter 9,766 9,214 JP Morgan Assets UK 6,063 4,905 JP Morgan Assets Euro 10,268 10,143 Lloyds TSB Group 23,816 13,140 Matrix European real 8,678 1,086 Mellon asset Mgmt 17,714 22,363 M & G Securities 3,739 28,769 Persimmon 10,071 2,918 Rathbone UTM (Smaller co. Funds) 6,023 12,867 Reed Elsevier Plc 8,501 7,029 Schroder 6,687 15,756 Scottish & Southern Energy 12,882 15,313 Severn Trent 11,406 14,780 TESCO 9,754 14,872 Threadneedle Invest SVCS Ltd 16,200 15,555 Templeton Emerg Mkts 5,412 6,735 Vodafone Group 10,482 10,880 Cash 8,752 8,752 The Luddeke Prize Trust Fund Investments 14,471 14,471

433,994

—— ——

386,421

—— ——

440,289

CMMC

“Shipping and Environmental Issues in 2011 What more can be done?” June 7 & 8, 2011, Halifax, Nova Scotia, CANADA This conference is being organised as a companion event prior to the International Federation of Ship Masters Associations’ 37th Annual General Assembly June 9 & 10. Both events are being held at the ‘Westin Nova Scotian’ in Halifax. Papers will be presented on: G Ship-source Oil Pollution: Legalities, Liabilities, Compensation, Criminalisation G Off-shore Oil/Gas Operations: New Regulatory Requirements G Averting or Responding to a Marine Environmental Disaster G “Green” Technologies for Ships: New Developments and Designs G Places of Refuge for Ships in Need of Shelter G Arctic Shipping: Russia’s Northern Sea Route and Canadian Arctic G IMO’S Polar Code and Guidelines for Shipping in Low temperature Areas G Risk Management in Arctic Shipping G The Maritime Labour Convention 2006: Challenges for Flag States, Port States & Owners For detailed information on the Conference Program, Conference Registration and Hotel Reservations, go to the Company of Master Mariners of Canada web site www.mastermariners.ca

Seaways May 2011

p15-16 Council list

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Page 1

Members of Council 2010-2011 President:

Capt P Corbett MNI – UK/London

Capt J A Robinson DSM FNI Irish Navy

Capt K G Coulombe MNI – US Pacific (N)

(Retd) – Ireland

Capt B E Cuneo FNI – AUS – VIC

Immediate Past President:

Capt V De Rossi AFNI – Italy

Capt R Coates FNI – UK/Humber

Capt D Ebner MNI – GER/Hamburg

Honorary Treasurer: Capt R B Middleton FNI – UK/N of Scotland

Company Secretary and Chief Executive: Mr C P Wake MSc FNI – UK/London

Capt H F Elliott MNI – UK/NE Eng Capt R F Elroy Jr MNI – US Gulf (Florida) Capt J Else AFNI – UK/SE Eng Capt O Fragoso Alves da Silva FNI – Brazil Mr S E Gaskin FNI – UK/Solent Capt A Gatti MNI – Iberian/Spain

Senior Vice President:

Mr D Gozdzik MNI – UK/London

Capt S Krishnamurthi FNI – India (South)

Cdr P J Haslam MNI RN – UK/London

Vice Presidents:

Cdr J G Jones FNI RAN – AUS – NSW

Capt M K Barritt MA FNI – UK/SW Eng

Capt S C Karunasundera MNI – Sri Lanka

Capt A Brink FNI – South Africa

Capt S Kowalewski AFNI – Poland

Mr P Hinchliffe OBE, FNI

Mr I C Lawler MNI – UK/Solent

Capt R J McCabe FNI – Ireland

Capt A Nosko MNI – Russia

Capt S Tuck FNI – UK/SW Eng

Capt C Renault FNI – UK/SE Eng

Members employed at sea

Capt S Scott FNI – UK/Humber

Capt A A M Al-Hilley MNI – UK/NW Eng &

Capt A Silva Albuquerque MNI –

N Wales

Iberia/Portugal

Capt H Andersson MNI – US Gulf (Florida)

Capt D A Snider FNI – CAN/British Columbia

Capt W A Armstrong MNI – US Pacific (C)

Mr M E Winter MBA FNI – UK/Solent

Capt A Balaram MNI – India (North)

Capt M Wyer AFNI – UK/London

Mr A J Bell MNI – UK/London

Members employed ashore:

Capt M G Boylin MNI – UK/London

Capt T J Bailey FNI – UK/NW Eng & N Wales

Capt N A Budd MNI – UK/Solent

Capt Z Bhuiyan FNI – Bangladesh

Lt Cdr H C Cook MBE MNI RN – UK/Solent

Capt S S Butalia MNI – India (North)

COMMITTEE MEMBERS

Capt P J D Russell FNI – UK/SE England

Finance and General Purposes

Capt S Tuck FNI – UK/SW Eng Mr P J Wood BSc FNI – UK/London

Capt R Coates FNI (Co Director) – UK/Humber Capt R B Middleton FNI (Co Director) – UK/N of Scotland Capt S Krishnamurthi FNI (Vice Chm) – India (South) Mr C P Wake MSc FNI (Secretary) – UK/London Capt M Ahmed MSc MNI – UK/London Mr N Allen FNI – UK/Solent Dr P Anderson DProf FNI – UK/NE Eng Capt M K Barritt MA FNI – UK/SW Eng

IMO Capt K Bruenings MSc MNI (Chairman) – GER/Bremen

Capt J A Robinson DSM FNI Irish Navy (Retd) (Chm & Co Dir) – Ireland

Mrs J Carson-Jackson MNI – AUS – ACT Capt C Dewilde MNI – Belgium Capt M J Donnelly MNI – Ireland Capt J R Ebbeling MNI – Netherlands Lt Cdr D J S Goddard MBE BSc MNI – UK/Solent Mr J R Gorman-Charlton MSc MNI – Singapore Capt I Goveas MNI – UK/London & Ireland Capt N M Hardy FNI – UK/Solent Mr C Haughton BA MA FNI – UK/NW Eng & N Wales Mr G J P Lang BSc FNI – UK/Solent Mr G C Leggett BSc MNI – UK/NW Eng & N Wales Capt D Linehan FNI – Ireland Capt V Madruga Santos AFNI – Brazil Capt S M A Mahmoodi MS FNI – Pakistan Capt I Mathison FNI – UK/NW Eng & N Wales Capt I R L McDougall MNI – UK/N of Scotland Capt D A P McKelvie FNI – UAE Capt J P Menezes BA FNI – India (South) Capt T J Proctor BSc MSc FNI – UK/NW Eng & N Wales Mr G Reay MSc MNI – UK/London Capt A Scales MNI – UK/NW Eng & N Wales Capt G J Taylor FNI – UK/NE Eng Cdre R Thornton CBE FNI – UK/SW Eng Capt B Vranic FNI – Croatia Mr P G Wright MSc FNI – UK/SW Eng

Fellowship Rear Adm J S Lang FNI (Chairman) – UK/Solent Capt M M Cornish ExC FNI (Vice Chm) – UK/W of Scotland Mr C P Wake MSc FNI (Secretary) – UK/London Capt C H J Allister FNI – UK/NW Eng & N

Capt D J Harrod FNI (Vice Chm) – AUS – WA Capt J M Dickinson FNI (Secretary) – UK/London Prof C H Allen JD FNI – US Pacific Coast (N) Capt P D Drouin AFNI – CAN/St Lawrence Mr P B Hinchliffe OBE FNI – UK/London Capt J P Menezes BA FNI – India (South) Mr A R Mitchell MNI – UK/W of Eng Capt A Sagaydak FNI – Ukraine

Wales Cdre I Gibb FNI – UK/W of Eng Capt N A Hiranandani FNI – India (West)

Membership Capt M L G Nuytemans FNI (Chairman) –

Capt E H Beetham FNI – UK/London

Capt R Hofstee FNI OON – Netherlands

Belgium

Capt D Bell FNI – UK/London

Cdre P Melson CBE CVO FNI – UK/Solent

Capt D Linehan FNI (Vice Chm) – Ireland

Mr D Bendall MNI – AUS – NSW

Capt S R Montague FNI – UK/London

Mr A J Quintero Saavedra AFNI (Vice Chm) –

Capt A Brink FNI – South Africa

Capt W B Rial ExC FNI – Caribbean Islands

Iberian/Spain

Mr P B Hinchliffe OBE FNI – UK/London

Capt P J D Russell FNI – UK/SE England

Mr C P Wake MSc FNI (Secretary) –

Mr G J P Lang BSc FNI – UK/Solent

Captain E M Scott RD** FNI RNR – France

UK/London

Capt R J McCabe FNI – Ireland

(South)

Capt A T Cook FNI – UK/W of Scotland

Cdre P Melson CBE CVO FNI – UK/Solent

Rear Adm M L Stacey CB FNI – UK/London

Capt F A M B Davies FNI – UK/Solent

Mr J M M Noble FNI – UK/London

Capt D McC Telfer FNI – AUS – WA

Mr M G Dean MNI – Cyprus

Capt A S Patterson MNI – CAN/British

Capt P H Voisin FNI – US Gulf (Florida)

Capt S Harwood ExC FNI – UK/Solent

Columbia

Capt G Wilson MBA FNI – UK/London

Capt M Karkhanis MNI – UK/London

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Feature Mr G J P Lang BSc FNI – UK/Solent

Capt C Maerten MNI – Belgium

Capt A G Liversedge MNI – UK/Humber

Mr D J Patraiko FNI – UK/London

Capt J Parkes FNI – UK/London

Bulk Liquids and Gases

Capt J L Simpson MNI – Philippines

Technical

Capt M Y Soomro MSc FNI – UK/London

Capt R J McCabe FNI (Chairman) – Ireland

Capt D Swain BSc FNI RN – UK/London

Capt T J Bailey FNI (Vice Chm) – UK/NW Eng & N Wales

Professional Development

Capt H Gale FNI (Secretary) – UK/London

Mr C Haughton BA MA FNI (Chairman) –

Mr M Alimchandani MNI – AUS – ACT

UK/NW Eng & N Wales

Capt N A Beer ExC FNI – UK/Solent

Mr C Chandler MBE BSc FNI (Vice Chm) – UK/NE Eng Capt M A Pointon MNI (Secretary) – UK/London Capt G Angas FNI – UK/Solent Capt M N Anwar MNI – UK/NW Eng & N Wales Capt P F Armitage MNI – UK/NE Eng Lt Cdr D N Brunicardi FNI – Ireland Capt M J Burley FNI – New Zealand Mrs J Carson-Jackson MNI – AUS – ACT

IMO ADVISORY GROUPS

Mr J Clandillon-Baker FNI – UK/SE Eng Capt G A Eades CBE FNI RN – UK/Solent Mr C J A Hughes MNI – UK/W of Eng Capt J Isbester ExC FNI – UK/London Capt F M G Laffoucriere AFNI – France (North) Capt A L Le Goubin MA FNI – US Gulf

9 members from 7 countries

Communications and SAR 7 members from 5 countries

Ship Design and Equipment 5 members from 3 countries

Dangerous Goods, Solid Cargoes and Containers 5 members from 5 countries

Facilitation 4 members from 4 countries

Fire Protection 3 members from 3 countries

(Houston)

Flag State Implementation

Capt M H Lutzhoft PhD BSc MNI – Sweden

9 members from 6 countries

Capt K Nagasubramanian MNI – India (South)

Legal

Capt S Nivas FNI – India (West)

5 members from 4 countries

Prof A P Norris FNI – UK/London

Mr D P Crowley FNI – UK/NW Eng & N Wales

Marine Environment Protection

Mr D J Patraiko FNI – UK/London

16 members from 8 countries

Capt C Dewilde MNI – Belgium

Mr B E Peck FNI – UK/Solent

Capt J M Dickinson FNI – UK/London

Maritime Safety

Capt G S Peto MNI – UK/SE Eng

19 members from 11 countries

Mr N Dulling MNI – UK/London

Capt C I R Sandeman FNI – UK/London

Dr A J Eccleston BSc PhD MNI – UK/SW Eng

Safety of Navigation

Dr J U Schroeder-Hinrichs PhD MNI – Sweden

19 members from 8 countries

Capt I Goveas MNI – UK/London

Mr R M Springthorpe BSc MNI – UK/W of Eng

Capt J Hooper FNI – UK/SW Eng

Cdre N D Squire CBE FNI – UK/NW Eng &

Standards of Training and Watchkeeping

Capt B R Koning BSc MNI – Netherlands

N Wales

20 members from 13 countries

Capt R Lanfranco LLM AFM FNI – Malta

Capt J Szymanski MSc MBA FNI – UK/London

Technical Cooperation

Capt P J Lloyd MNI – AUS – TAS

Ms C J Walsh MA FNI – UK/London

5 members from 4 countries

Maritime Safety, part of Transport Safety Victoria, aims to improve safety outcomes by regulating the operation of commercial and recreational vessels and ensuring a safe environment for their navigation on Victorian waters. Maritime Safety regulates through certification, education, safety management plans and safety audits and compliance activities, underpinned by positive links with the maritime industry including port and waterway managers. The Director will build on constructive relationships and provide clear and independent advice to the Minister. Within a broad set of responsibilities, the person appointed will develop and actively promote and champion broader people development opportunities and strategic departmental policies, fostering a culture of inclusiveness. A key task will be to bring a high level of leadership and credibility to the team (around 40 people). Our ideal candidate will bring a strong understanding, in practice and theory, of modern contemporary accreditation and compliance processes, safety management systems and regulation, from the maritime, aviation or comparable industries. Excellent interpersonal skills and strong leadership abilities, initiative, flexibility and sound judgement are other essential qualities. To discuss this very attractive opportunity please contact Paul Butterworth MNI on +44 (0)20 7630 0200. Formal applications should be forwarded by Monday 9 May to london@horton-intl.com

Seaways May 2011

The Nautical Institute

Mariners’ Alerting and Reporting Scheme MARS Report No 223 May 2011 Providing learning through confidential reports – an international cooperative scheme for improving safety

MARS 201127 Allision with wharf during unberthing A large bulk carrier was unberthing after loading a full cargo of coal. All pre-sailing procedures were carried out and documented, including the master-pilot information exchange. The ship was berthed port side to and for unberthing, two tugs were deployed, being made fast on the starboard bow and quarter respectively. Ship’s heading was 270º and a current was estimated to be setting southeasterly at 0.5 knots (ebbing).

Root cause/contributory factors 1. Forward tug experienced sudden engine failure; 2. Pilot’s communication with tugs was in local language and he failed to communicate the events and his intentions to the Master and bridge team; 3. Strong onshore current; 4. The terminal’s brochure recommends unberthing at slack water or on rising tide. However, in this case, the sailing time was arranged by the terminal and charterer’s agent when the tide was ebbing. Master failed to question the inappropriate sailing time.

Corrective/preventative actions

On pilot’s advice, all lines were cast off, and the two tugs began pulling the vessel away parallel from the berth. Throughout the manoeuvre, the pilot communicated with the tugs in the local language and did not keep the master informed about his intentions or his communications with the tugs. When the vessel had cleared the berth by about 10 metres, the forward tug suddenly appeared to decrease its pulling power. Immediately, the pilot repeated his order to both tugs to resume pulling at full power, as the vessel was still not clear of the berth. Due to the mismatch in the pull of the tugs, the vessel’s bow started to swing to port, closing with the berth. In order to check the swing and to prevent contact, the Master ordered half astern and full astern on the engine. Within a minute, it was evident that the tugs had still not increased to full pulling power, and with the ship setting rapidly astern, the Master ordered stop engine and slow ahead. Despite these actions, the ship’s port bow made heavy contact with the berth. The bow bounced off, and the ship’s port quarter landed heavily on the wharf’s rubber fenders.

1. Incident report circulated to fleet and Masters advising them to be very alert when under pilotage and to contact management when in doubt about charterer’s sailing or other instructions;

After the allision with the wharf, the vessel proceeded to the anchorage to assess damage. The pilot disembarked after signing a statement confirming that the accident took place due to the failure of one of the tugs. The shell plating on the port bow region was holed in many places and set in over an area seven metres in length and two metres in height.

Crane jibs are subject to heavy, fluctuating loads and are subject to strict periodical inspections, surveys, load tests and certification. Crane jibs are often made of high-tensile or another special grade of steel and special procedures have to be observed during repairs. For this reason, repairs on jibs must be carried out only in consultation with the manufacturers and classification society. Any damage noticed on crane jibs must be reported to the company immediately and advice sought before continuing use or carrying out any kind of repairs.

The company dispatched the technical superintendent to the vessel and classification society and underwriters’ hull and machinery surveyors attended for a joint survey and investigation. Temporary repairs were agreed and executed. A conditional certificate of class was issued, permitting the ship to sail to her destination, where, on completion of discharge, permanent repairs were carried out.

2. Master issued a letter of protest to the terminal for not complying with their own recommendations for safe sailing time and concerning the unreliability of tugs.

MARS 201128 Unauthorised repairs on cargo crane jibs Management recently discovered that the ship’s staff on some of our vessels had carried out unauthorised repairs to crane jibs by cropping and welding inserts over damaged or wasted sections to hide the damage from surveyors and port/dock labour authorities. These ‘repairs’ were not communicated to the management office.

Editor’s note: Apart from slewing deck cranes, corrosion, wastage and cracks can affect the structurals and components of monorail hoists, overhead and travelling gantry cranes, derricks and other lifting gear.

Visit www.nautinst.org/MARS for online database Seaways May 2011

The ship’s planned maintenance system (PMS) must ensure that all these items are carefully inspected and maintained strictly as per manufacturer’s recommendations. Records of these, including gauging and clearances at critical locations and other observations must be documented and the shore management kept fully informed at all times.

Realising the emergency, other crew members rushed to the site with a portable lever hoist (chain block) and managed to relieve the stress and free the trapped men. The AB suffered a serious fracture of the leg and was disembarked to a hospital ashore.

MARS 201129 Auxiliary engine tachometer defective Port State Control inspectors issued a detention deficiency (Code 30) against one of our vessels for a defective tachometer on an auxiliary engine. Fortunately, a spare tachometer was on order and was to be received at the next port of call. On the basis of this evidence, the PSC inspector downgraded the deficiency to Code 45 (rectify detainable deficiency by next port). The defective tachometer was duly renewed and the deficiency rectified at the next port.

s Gangway showing main and extendable sections

Corrective actions 1. A fleet notice has been issued requiring all vessels to ensure that tachometers for all auxiliary engines on board are in working condition and that an adequate stock of spare tachometers is kept at all times; 2. SMS (List of critical spares) has been revised accordingly.

MARS 201130 Injury caused by sliding gangway section (Edited from IMCA Safety Flash 15-09) The bosun and an able seaman (AB) lowered and extended the vessel’s double-sectioned gangway prior to berthing. All the locking pins were in place, in accordance with onboard procedures (see photos right). However, during the final approach to the berth, the bridge informed the crew that berthing plans for the vessel had changed, requiring the use of a different means of access. Crew were instructed to recover the now partly-deployed gangway. The retraction procedure for this double-sectioned gangway normally requires the end of the gangway to be landed, allowing tension to come off the fall wires, after which the locking pins of the extendable section can be easily released. The extendable section is designed to then slide back over the main section and the combined ladder is raised to the stowed position. In this case, the bosun and AB overlooked the correct procedure and attempted to retract the extendable section by releasing the locking pins with the gangway still hanging and inclined overside and the fall wires under tension. With both the crewmembers standing above the extendable section, the AB first removed the inboard pin, which was not under stress. When he found the outboard pin jammed, he used a crowbar to lever off the extendable section of the gangway to loosen the pin. This action caused the pin to suddenly jump out, and the extendable section of the gangway slid rapidly upwards, trapping both the Bosun and the AB by the legs in the recess between the gangway steps.

s Close-up view after incident, showing locking pins in open position and lever hoist (chain block) rigged as a temporary preventer

MARS 201131 Fatality during crane maintenance (Edited from IMO FSI Sub-Committee Report 12th Session) The bosun, with the assistance of a deck cadet and five seamen, had just completed changing the cargo wire on a deck crane. They had worked continuously from the morning, taking only a short break for lunch. By the time the job was finished, the sun had set and it was getting dark. To ensure that the wires were running freely, the bosun stood on a small platform on the top of the crane cab and directed the deck cadet to operate the crane. In order to observe the wires more closely, he unclipped the lifeline of his safety belt from the safety railing of the platform and moved closer to the moving wires and sheaves. He was unaware that his unclipped lifeline had become entangled with the moving luffing wire of the crane. Suddenly, he was drawn between the sheaves and the luffing wire. On hearing the shouts, the deck cadet stopped all movement. The bosun was freed and brought down to the deck. His leg was nearly severed and he soon died from severe haemorrhaging. Seaways May 2011

Root cause/contributory factors 1. Unsafe act by the bosun in unclipping the lifeline of his safety belt which became entangled with the crane’s luffing wire; 2. Lapse of concentration after the completion of a prolonged physically and mentally demanding task; 3. Prevailing darkness could have contributed to the casualty.

Lessons learnt 1. Personnel involved in mentally and/or physically demanding tasks may encounter periods where they have a loss of concentration; 2. The bosun might have been more aware of hazards associated with his disconnected safety line if warnings had been given regarding the dangers of loose clothing and personal protective equipment (PPE) becoming entangled with moving objects; 3. Hazardous work shall not be undertaken if adequate lighting and reliable means of communications cannot be provided.

MARS 201132 Cargo shift during discharge caused large list

3. Once the locking steel coil was discharged and the stow became loose, the coils began to move out of control; 4. With the ship’s movement alongside, an initial movement of some coils to port started a cascade effect, whereby a rapidly developing port list caused all the remaining coils to roll over to the low (port) side.

Lessons learnt Vessels loading coils and similar products must ensure that the cargo is stowed tight and that enough wooden wedges are used beneath and to the sides of every unit to prevent rolling of cargo.

MARS 201133 Injury during cargo hose pressure test In our chemical tanker fleet, the annual pressure testing of cargo hoses is generally carried out by ship’s crew, ideally when the cargo hoses are being used for tank cleaning. During such an operation, with the ship at a repair yard, the cargo hose pressure test was being conducted at a pressure of 12 kg/cm2. A junior officer was part of the testing team, and was involved in documenting data and taking photographs. Suddenly, the connection between the water hose and cargo hose detached and the flailing hose coupling hit his left leg causing a serious fracture.

As a port captain, I was in charge of a small cargo vessel that was discharging steel coils at a wharf. Overnight, I had delegated my chief foreman to oversee the discharging under my guidance. At around 0200 hours, I received an urgent phone call from him, informing me that the vessel had listed very dangerously and could be in danger of capsizing.

Root cause/contributory factors

I immediately rushed to the port, and on reaching the berth, noticed that the vessel was listed about 25 degrees to the shore (port) side. All the ship’s crew, including the Master and chief officer, had safely mustered on the jetty. Upon enquiry, it was confirmed that there were still about 50 coils (about 1000 mt) to discharge. After donning a life-vest, safety harness, other PPE and taking a portable light, I went aboard alone to investigate the cause of the list.

2. Alert issued to the fleet instructing the crew to:

On looking into the open hatch of the hold from which the cargo was being discharged, I found that the steel coils had all rolled and piled up on the port side of the hold. I summoned two volunteer stevedores to enter the hold with the necessary PPE, and, with the help of a shore crane, we started discharging the steel coils from the port side. As the list began to decrease, the chief officer also joined us and in between slinging the coils, we jammed wooden wedges and assorted dunnage under the remaining free coils. As the situation came under control, the chief officer was advised to take ballast in bottom tanks on the starboard (high) side. Later, the ballast was equalized by topping up the tanks on the port side, until the vessel returned to the upright.

Worn and insufficient threads on the water hose coupling.

Corrective/preventative actions 1. The shipyard was given a letter of protest about the accident.

i . Inspect all tools and equipment which are used for the pressure test beforehand;

i i. Attach a safety loop or lashing rope across every temporary connection in the hose and piping system to prevent them from snapping back;

iii. Keep away from snap-back danger zones;

i v. Locate and monitor devices such as pressure gauges which are within a safety zone.

Root cause/contributory factors 1. The coils had not been chocked off with wooden wedges at the loading port; 2. During the night, the vessel had started rolling slightly due to the swell; Seaways May 2011

s Safe cargo hose pressure-testing arrangement showing safety loop across connector between water and cargo hoses

MARS 201134 Miscommunication causes near grounding Recently, our container ship almost grounded on the breakwater when entering port. The pilot boarded the ship near the breakwater and requested the present engine status and speed. He was advised that the engine was on slow ahead and the ship’s speed was about 5.2 knots. Simultaneously, he was turning the ship to starboard by intermittently applying 10 degrees starboard rudder, which made the ship turn very slowly. The pilot then ordered half ahead on the engine. After passing the last channel buoy before the breakwater entrance at very close range, the pilot ordered hard-a-starboard. The ship is fitted with a Becker rudder and with the engine going half ahead, the ship started to turn very rapidly to starboard, heeling appreciably to port. Seeing the rapid turn, the pilot ordered midships rudder and then ordered the helmsman to steady the head. By this time, the ship was heading directly towards and closing with the breakwater. I took over the con from the pilot and ordered hard-a-port and full ahead on the engine, with the bow thruster full to port to correct the heading. The pilot was very upset by my actions and started arguing with me, accusing me of ignorance. As the ship began to turn to port and away from the breakwater, the pilot told me that he did not want to pilot my vessel inwards and we turned around to seaward. Abruptly, the pilot left the bridge, instructing me to keep clear of the following inbound vessel and told me that I would have to tender a formal apology to him if I wanted my ship to get into port. He insisted that under local regulations, the pilot has supreme authority and that the Master is not allowed to take any actions by himself. Written proof of such a law was never provided but I had to apologise to him to avoid being denied entry into the port.

The rule that a pilot is only an adviser to the captain, who is always responsible overall does not seem to apply to this particular port and country. n

Editor’s note: This is an avoidable situation that occurs very frequently throughout the world; a pilot boards just off the entrance, where there is no time or opportunity to engage in a meaningful master-pilot information exchange. Lack of communication can rapidly lead to a breakdown in the proper functioning of the bridge team, threatening the safety of the vessel and the port. It is suggested that ports and incoming vessels voluntarily adopt a system whereby essential information is exchanged before arrival, preferably in writing, or at least verbally.

Feedback to MARS 201108 Bagged copra fire In the late 50s/early 60s, there were frequent fires involving cargoes of bagged copra. The fires were handled by blanketing the cargo with CO2; repeatedly if necessary, otherwise, if the fire got out of hand all was lost and even shore-based firefighting equipment would be ineffective. With regard to the fire in question, the picture shows the flame to be bright yellow to white: the former indicating temperatures of between 1,200ºC-1,400ºC and the latter 1,400ºC-1,600ºC. When I was involved internationally in cargo surveying in the Far East, I was often called to attend cargo fires in such commodities as jute, cotton, oil cake, charcoal, fishmeal and rubber. While rubber will not combust on its own, it is a very great problem when it does ignite through being in contact with already burning substances. If water is used to fight a fire involving rubber, it will only spread it as the burning, fluid rubber will flow of its own volition.

MARS: You can make a difference. You can save a life, prevent injury and contribute to a more effective shipping community. Everyone makes mistakes or has – or sees – near misses. By contributing reports to MARS, you can help others learn from your experiences. Reports concerning navigation, cargo, engineering, ISM management, mooring, leadership, design, training or any other aspect of operations are welcome, as are alerts and reports even when there has been no incident. The freely accessible database (http://www.nautinst.org/mars/) is fully searchable and can be used by the entire shipping community as a very effective risk assessment and work planning tool and as a training aid. Reports will be carefully edited to preserve confidentiality or will remain unpublished if this is not possible. Editor: Captain Shridhar Nivas FNI Email: mars@nautinst.org or MARS, c/o The Nautical Institute, 202 Lambeth Road, London SE1 7LQ, UK The Nautical Institute gratefully acknowledges sponsorship provided by: American Bureau of Shipping, AR Brink & Associates, Britannia P&I Club, Cargill, Class NK, Consult ISM, DNV, Gard, IHS Fairplay Safety at Sea International, International Institute of Marine Surveying, Lairdside Maritime Centre, London Offshore Consultants, MOL Tankship Management (Europe) Ltd, Noble Denton, North of England P&I Club, Port of Tyne, Sail Training International, Shipowners Club, The Marine Society and Sea Cadets, The Swedish Club, UK Hydrographic Office, UK P&I Club

Seaways May 2011

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Annual General Meeting 2011 Marriott Victoria Inner Harbour Hotel, 728 Humboldt St., Victoria, BC, Canada Thursday 2nd June 2011, 17:00 Programme Welcome: Presidential address: Institute business:

Captain Andy Patterson, MNI, Chairman of the British Columbia Branch Captain James Robinson, DSM FNI Irish Navy (Retired) To confirm the minutes; To receive the annual report of Council; To adopt the audited accounts; To appoint auditors.

Election of members nominated for Council (Country of residence/Branch shown in brackets): Seagoing (eight vacancies) *Lt Cdr H C Cook, MNI (UK/Solent) Capt G P P Aroza, AFNI (India (S)) Mr J H Carlisle, MNI (US E Coast (N)) Capt George H Livingstone, MNI (US Pacific Coast (C)) Capt Grant H Livingstone, MNI (US Pacific Coast (C)) Cdr N M Longstaff, AFNI RNZNR (New Zealand) Capt D J Naggs, AFNI (UK/Solent) Capt N J Nash, FNI (UK/SW England)

* = Members of current Council seeking re-election for a second three year term

Shore based (17 vacancies) *Capt T J Bailey, FNI (UK/NW Eng + N Wales) *Mr S E Gaskin, FNI (UK/Solent) *Lt Cdr D J S Goddard, MBE, MNI (UK/Solent) *Mr G J P Lang, FNI (UK/SW England) *Capt V Madruga Santos, MNI (Brazil) *Capt D A P McKelvie, FNI (UAE) *Capt T J Proctor, FNI (UK/NW Eng + N Wales) Capt H C Blacklock, AFNI (UK/NE England) Capt C H M Buckens, FNI (New Zealand) Capt N Cooper, FNI (UK/London) Capt G Cowling, FNI (Cyprus) Capt A T Evtimov, FNI (Bulgaria) Capt R Janardhanan, FNI (Singapore) Mrs H A Oltedal, MNI (Norway) Dr J U Schroeder-Hinrichs, MNI (Sweden) Capt J Szymanski, FNI (UK/London) Prof. V G Torskiy, FNI (Ukraine)

Presentations of Awards and Certificates of Fellowship 17:55 Close of Business 18:00 Reception (Command Seminar function) 19:00 Dinner (Command Seminar function)

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IMO Report January and February 2011 John Dickinson FNI Head of Delegation In the first quarter of 2011, The Nautical Institute attended four IMO sub-committee meetings and one intersessional meeting on members’ behalf. The NI intervened on a variety of matters, including issues with e-navigation, entry into enclosed spaces and the development of GMDSS, and played an active role in the intersessional working group on lifeboat hooks.

o be true to my New Year resolution to comment regularly on the various IMO meetings the following is a report on the various subcommittee meetings to the beginning of March attended by the NI staff and volunteer delegates. By March 2011 four IMO sub-committee meetings and one intersessional meeting had been held. These were: 1. Sub-committee on Stability, Loadlines & Fishing vessels (SLF 53) 10-14 January. 2. Sub-committee on Standard of Training & Watchkeeping (STW 42) 24-28 January. 3. Sub-committee on Bulk Liquid & Gases (BLG 15) 7-11 February. 4. Sub-committee on Flag State Implementation (FSI 19) 21-25 February. The intersessional working group held between 15-18 March was a continuation of a working group from last year on the tricky subject of lifeboat release hooks which was attended by Captain H Gale from NI HQ.

SLF 53 The Sub-committee on Stability, Loadlines & Fishing Vessels, being the first subcommittee meeting of the year was well attended. Some of the outcomes of the work were; G The introduction of a mandatory requirement for either onboard stability computers or shore-based support on passenger ships has been sent to the Maritime Safety Committee (MSC) for adoption. This would involve an amendment to Solas regulation II-1/8-1.

G The sub-committee agreed to the formation of a correspondence group to look into producing guidelines for the verification of damage stability requirements for tankers. It is important that definitions and interpretations are clarified to ensure consistency. This group is to report back to the sub-committee at their next meeting. G On-going work on the review of damage stability regulations for ro-ro passenger ships and a need to widen the scope of this review and to report to the MSC. G A correspondence group was re-established to consider the impact of the Solas 2009 amendments on ro-ro passenger ships as compared to the Solas 1990 regulations in association with the Stockholm Agreement. This correspondence group also has to report back to the next SLF meeting, SLF 54.

STW 42 The Sub-committee on Standards of Training and Watchkeeping (STW) followed quickly. Two volunteer delegates took part in the NI delegation; Captain Sarabjit Butalia from India and Ms. Heather Gatley from Carnival Cruises. The scope of the meeting was very limited this year owing to the fact that a major review was undertaken in the previous four years and approved last year at the Manila conference. E-navigation strategy was extensively debated. One big issue was the question of ‘navigating navigator’ as opposed to ‘monitoring navigator’. The NI made an intervention on this indicating the navigator should still be the navigator and not just a ‘monitor’. At the end of the debate, there was overwhelming support for the principle of ‘navigating navigator’ but many delegates considered that it will become the norm for one person to both navigate and monitor. Ensuring that the bridge watchkeeper monitors only the navigation and safety systems of the ship will be a key challenge for the industry. It is vital that extraneous monitoring of other alarms should not detract the navigator from their primary duties. It was further noted that it is essential that seafarers should have good seamanship

skills that are not over reliant on technology. Delegates expressed concern over the lack of basic seamanship on board and agreed that emphasis should be placed on the first principles of navigation. A working group was established to consider the development of an e-navigation strategy taking these points into account. The sub-committee then approved the report from the working group and sent it to the chairman of the correspondence group on e-navigation. The correspondence group’s report will now be finalised and presented to the Subcommittee on the Safety of Navigation (NAV 57).

BLG 15 Bulk Liquid and Gases (BLG) was the next sub-committee, attended by two volunteer delegates, Captain Stephen Gyi from the UK and Captain Karsten Bruenings from Germany, in addition to the regular IMO delegation. This is a technical committee which demands a high degree of expertise. It is therefore useful having someone such as Captain Gyi available for this meeting as he has considerable knowledge of the subject. The NI took part in a working group on the Code of Safety for ships using gas or other low flash-point fuels with properties similar to LNG. Other items discussed were the development of a ballast water management circular on ballast water sampling and analysis protocols. A working group was set up to look at this and a correspondence group was tasked with developing it further and to report back at BLG 16. One important agenda item was amendments to Solas to mandate enclosed space entry and rescue drills. There was a robust discussion on whether the drills should be mandatory or should be part of the ship’s ISM code. In general there was more support for making the drills mandatory. The co-ordinating sub-committee on this subject is the Dangerous Goods, Solid Cargoes & Containers (DSC.) Member governments and international organisations must therefore submit proposals on this matter to BLG 16 which will take into account the outcome of DSC 16. Seaways May 2011

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Feature In another intervention, the NI reiterated that oxygen meters are not compulsory on all ships, and it is not possible to test the atmosphere on any enclosed space without them. Entry into enclosed spaces therefore demands strict guidelines which must be adhered to.

FSI 19 The Flag State Implementation Subcommittee (FSI) delved right away into the subject of piracy. Antigua & Barbuda gave a report on one of their flag ships being hijacked. The Cook Islands made a passionate intervention regarding the use of the Best Management Practice 3 (BMP3), a guide to deter piracy produced by the International Chamber of Shipping, Intertanko, Intercargo and many other industry organisations. The Cook Islands said that BMP3 should be made mandatory as many ships transiting waters affected by piracy are not adhering to these guidelines. The subject of mandatory reports under MARPOL was discussed and the following statistics are interesting: G There were eight incidents of spillages of 50 tonnes or more. The types of substances spilled were heavy fuel oil, synthetic fluid and bilges.

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G 338 spillages of less than 50 tonnes were reported. In almost all cases the substance concerned was oil. G There were 380 other alleged cases, mainly spillages of oil and sewage except in one case of garbage. G Port State Control authorities boarded 40,265 ships in 2009. The total number of ships detained in port or denied entry was 392 or 1 per cent of those boarded. Many ports still do not have adequate reception facilities. The United Kingdom as a port state had submitted two reports on actions taken on alleged inadequacies of reception facilities. No other reports were received. The committee also discussed hours of rest on board ships. A paper submitted by Australia advised that Port State inspections noted four main areas of non compliance: 1. Hours of rest are not complied with in port, resulting in watch keepers on duty for departures and first sea watches not being adequately rested. 2. Records of hours of work/rest are not maintained. 3. Records of hours of work/rest do not accurately reflect the actual working arrangements and 4. The Safety Management System of the

ship is deficient in ensuring compliance. This came as no surprise to the mariners attending the plenary session. It is hoped that the Manila Amendments to the STCW Convention and Code which harmonise the hours of rest requirements with the Maritime Labour Convention (MLC) 2006 will result in an improvement to reporting and to the actual hours of work/rest for mariners. As the Manila Amendments to the STCW Convention will come into force in 2012 prior to MLC 2006; this will allow earlier implementation of the provisions on hours of rest. Delegates were therefore invited to identify areas that might require further harmonisation between the STCW Convention and MLC 2006 in order to make further submissions to the Maritime Safety Committee. Two more meetings were held in March 2011; the Sub-committee on Radio Communications and Search and Rescue (COMSAR) and Sub-committee on Design and Equipment. A full report on these meetings will appear in Seaways next month. I Should anyone require further information on anything in this article please contact John Dickinson FNI jmd@nautinst.org

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Lifeboat on-load hooks Problem solved – or is it? Captain Harry Gale FNI Guidelines In summary, each type of lifeboat release Technical Manager

Lifeboat hook failures have caused death and injury to seafarers for too long now and mariners have lost confidence in using lifeboats in training drills. The Industry Lifeboat Group (ILG) in which The Nautical Institute is an active participant, was set up to address the concerns of the maritime industry on the issue of lifeboat safety; to identify features of existing survival craft and associated systems for which remedial measures are required; and to provide clear recommendations to IMO. This we have achieved through papers submitted to the Design and Equipment Sub-committee (DE)

embers will recall the marine industry’s dissatisfaction with the proposed guidelines on the evaluation and replacement of lifeboat release and retrieval systems at IMO last year (Seaways Dec). At the Maritime Safety Committee (MSC) meeting in December, the DE sub-committee were asked to look at the guidelines again, take into consideration the views of the industry and also to look at the amendments to the Life Saving Applicances Code (LSA) and Solas regulation III/1.5. These issues were discussed and debated at length at the IMO in March over three days at an intersessional working group and three days at a working group at DE 55. Consensus was finally reached and recommendations for guidelines and amendments were forwarded to the next meeting of the MSC in May for discussion prior to approval and adoption.

and retrieval system (of which there are about 80) will undergo a design review to check that it complies with the amended LSA Code. If the system is found to be noncompliant with the code, it must be either modified to comply with the Code or replaced. After a successful completion of the design review, a performance test will be conducted in accordance with the guidelines. Should any part of the lifeboat release and retrieval system fail at any stage, the design will be deemed to be noncompliant and reported as such. All evaluations should be completed and the result of these evaluations submitted to IMO by 1 July 2013. After this, each system on board every vessel of a type found to be compliant will be subject to a one-time overhaul examination. This examination will also verify that the ship’s system is of the same type that passed the evaluation and is suitable for the ship. If the examination is successful, the system is ‘fit for purpose’. If found non-compliant then it must be replaced or modified not later than the next dry-docking after 1st July 2014 and in any case not later than 1st July 2019. These dates still have to be ratified at MSC. While we welcome these guidelines as a much improved version of those proposed last October, there are still some issues which were not fully addressed. The ILG paper presented in October was seen as too detailed for the flag state delegates to consider. This time, the ILG paper, which had been couched in more generic terms, was considered not technical enough. While the ILG considered that the working group should be focused on what the mariner wants a hook to be – that is, it should be stable and remain closed under load, it should open when you want it to open, and remain closed when you want it to be closed – the flag states were more concerned with implementing a robust and accountable test regime for existing hooks.

Stable hook Certain flag states (the UK in particular) seemed to have a problem with including

the phrase ‘a stable hook’ in the guidelines. In the debate, one delegate questioned the stance of the UK on the issue of stable hooks – it was after all the UK who commissioned ‘RESEARCH PROJECT 555 Development of Lifeboat Design’ and introduced it in earlier DE meetings. The 555 report concluded that ‘some designs of on-load hook can be described as unstable, in that they have a tendency to open under the effect of the lifeboat’s own weight and need to be held closed by the operating mechanism. As a result, there is no defence against defects or faults in the operating mechanism, or errors by the crew, or incorrect resetting of the hook after being released. It is entirely inappropriate for a safety critical system (ie an unstable design of on-load hook) to be catastrophically susceptible to single human error. However, research has clearly indicated that a stable hook design is achievable’. The UK now appear to have performed a 180° turnround, voicing their disapproval at allowing the word ‘stable’ to be in the guidelines. We find it strange that the UK appears to be ignoring this aspect of the report. In the end the only mention of hook stability is in the amendments to the LSA Code: ‘to provide hook stability, the release mechanism shall be designed so that, when it is fully reset in the closed position, the weight of the lifeboat does not cause any force to be transmitted to the operating mechanism.’

Vibration The ILG considers that defects and faults in on-load release systems are due to a combination of wear, vibration, misalignment or unintended force within the hook assembly or operating mechanism, control rods or cables of the system. However, the group accepted that testing for these combinations is not possible, and it was agreed to conduct the tests in sequence. The ILG paper noted that vibration is a significant cause of unexpected hook release. This observation was supported by some members of the working group, including some manufacturers who were Seaways May 2011

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Feature aware that vibration did have some significance, but were not able to say how much. Certain flag states (in particular the UK, again) were not happy with this – why? They maintain there is no evidence of vibration being a cause of lifeboat accidents, despite one observer producing an accident report involving a rescue boat hook failure where ‘it was found that at all loads the hook would open under the effects of vibration’. After a lengthy debate it was considered that there was not enough vibration expertise in the group and so all reference to vibration was removed. Member governments and international organisations are asked to submit information on this matter for future consideration.

Fall Preventer Devices (FPD) The ILG proposed that FPDs should be made a mandatory requirement in the interim, and the working group agreed that there was an immediate need for use of FPDs. However, as making the requirement mandatory would take some time and the need is immediate, it was agreed to include recommendations for the use of FPDs in the guidelines as an interim

solution. Accordingly, they now read: ‘Member Governments are strongly urged to ensure that all ships fitted with on-load release systems for lifeboats, are equipped with fall preventer devices as per these guidelines (and MSC.1/Circ.1327) from the earliest available opportunity.’ The ILG and several flag states proposed that secondary safety devices should be incorporated in the design of new hooks. Lifeboats are one of the few lifting/lowering devices – if not the only one – which do not have a secondary safety system; that is, a back-up in case the device fails. The various safety/locking devices much trumpeted by the manufacturers are a primary system, not a back-up system. Most lifeboat accidents occur when the boat is being recovered from the water. A pin which can be easily inserted through the hook would confirm that the hook has been properly re-set. If there is difficulty in inserting the pin, the hook is not set correctly, and the boat should not be lifted until it has been set correctly. Similarly, if the pin cannot be easily removed before lowering, then the hook has become unstable and the pin should not be removed until the weight has come off the

falls when the boat is in the water. This secondary safety device would restore confidence in the LSA Code and would improve safety during training drills. The working group discussed the concept of these secondary safety systems, but the majority felt that it could not be considered at this time and should be considered at a future session.

Fit for purpose The outcome on guidelines for evaluation of existing lifeboat release and retrieval systems and the amendments to the LSA Code and SOLAS are probably as good as we are going to get from the deliberations of this sub-committee. They are much improved versions of those put forward last October, but we are still concerned that the effects of vibration could prove to be a significant factor in device failure. It will be interesting to see how many of the existing lifeboat release and retrieval systems are reported to IMO as having failed the design review and performance test. In the meantime we urge you to fit FPDs to your existing on-load lifeboat release and retrieval systems until they have been certified ‘fit for purpose’.

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Enclosed Space Problems in the Marine Industry Dr Barrie Jones CBE Chief Executive Officer, Mines Rescue Service Adam Allan MBA Head of Mines Rescue Marine Division

What all these areas have in common, irrespective of the degree of risk they pose and subsequent difficulty of rescue, is their potential to cause serious injury to an entrant if the correct procedures are not implemented to control the risks.

The Mines Rescue Service is a rescue and training organisation specialising in enclosed spaces in all industries – not just mining. Recently we have examined the potential for our expertise to be related to enclosed spaces in the maritime industry. A series of shipboard visits have been undertaken where potential problem areas were identified, solutions proposed and rescue drills carried out. This article examines some of the findings from these visits, in particular the techniques and equipment which may be utilised for casualty extrication on board ship.

Preparation

he Mines Rescue Service was formed as a result of the substantial loss of life in coal mines during the latter part of the 19th century. It was noted that the predominance of fatalities was not due to the initiating fire or explosion but to the devastating effects of various gases permeating the mine ventilation system. Since then The Mines Rescue Service has developed into the foremost enclosed space rescue and training company in the UK. It has expanded to cover all industries where our specialist knowledge in enclosed spaces may be utilised. Operating from six regional training centres, we are involved with fire brigade training and other emergency rescue services, while supporting many companies in the utility, chemical and power sectors.

room and of course double hulls, wing tanks and double bottoms. Other problematic areas which are perhaps not so obvious are the paint locker, refrigerator units and those spaces that can quickly change from safe to dangerous.

In the UK, legislation was enacted to protect all persons when entering, working in and exiting a confined space (enclosed space) in the event of an emergency. The common thread is that adequate training should always be undertaken prior to entry into enclosed spaces. It also highlights the need for personal protection, in that entrants should be aware of the environment before they enter the confined space, monitor the air quality, communicate frequently and carry escape breathing apparatus, if the situation does not merit wearing an operational breathing apparatus. Additionally, rescue equipment and manpower should be ‘immediately available’ to deploy in the event of an emergency. This could include breathing apparatus, rescue stretcher, mechanical winch (and anchorage point pre set), oxygen resuscitator, first aid equipment and any other specialist equipment deemed necessary for that particular entry.

Areas of risk The whole of a ship inside the superstructure is an enclosed space. In many cases, we are dealing with enclosed spaces which are themselves within an enclosed space. The areas which are particularly problematic for rescue are the chain locker, engine room, fore peak, pump

L Figure 1: Entry hatch

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Feature Rescue from a double bottom

L Figure 2: Casualty manhandled onto stretcher

L Figure 3: Casualty on rescue stretcher

L Figure 4: Access to No 4 tank from deck level

L Figure 5: Access to lower compartment

L Figure 6: Casualty located under 300mm pipe

L Figure 7: Rescuers attaching the casualty to stretcher

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The single most challenging situation aboard ship is perceived to be rescuing a colleague from a double bottom. This requires both a horizontal and vertical extrication. Problems include height and width restrictions, and lightening holes between tank bays that substantially increase the difficulty of a rescue by impeding free lateral movement. The scenario consisted of a man who was injured while carrying out an inspection in the double bottom area of the ship. During our drill session we simulated a live casualty with lower leg injuries located several bulkheads inward of the access point. The exercise involved the location, treatment and transportation of this casualty from the double bottom to the shipâ&#x20AC;&#x2122;s upper deck. The three man rescue crew began by setting up a tripod and winch system on the upper deck above the access point into the hull. The entry hatch was oval in shape and measured approximately 420mm x 600mm. From here the crew travelled through the hull to the entrance to the double bottom, which was of similar dimensions to the deck entry point. Descending a short ladder, they entered the double bottom, testing the atmosphere as they progressed. On locating the casualty, one rescuer checked the casualtyâ&#x20AC;&#x2122;s condition while the remaining two prepared the stretcher. When appropriate, the casualty was secured into a rescue stretcher (Figures 2 and 3). The exercise concluded by transporting the casualty through the hull of the ship to a position below the deck access hatch where the stretcher was attached to a mechanical winch system and raised vertically onto the deck. This exercise proved to be particularly challenging, predominantly due to the lightening hole dimensions which limited the movement of the stretcher. It was found that: G fitting a rescue harness to the casualty assisted with the manual handling process; G transporting the casualty head first was advantageous; G the positioning of the rescuers in relation to the casualty was of paramount importance; G forward planning was an essential element of this rescue; G team work and effective communication was an essential component of success.

Given our unfamiliarity with the environment, a second exercise was undertaken which improved both our efficiency and casualty extrication techniques, thereby reducing the time taken significantly.

Rescue from a tank No 4 tank is accessed via a raised rectangular bolted hatch located on the lower deck. A restrictive oval entrance measuring approximately 600mm by 400mm is incorporated into the hatch. This allows entrants to penetrate the tank by descending a fixed ladder to the steel floor of the upper compartment. Access to the lower compartment is gained through a similar sized oval aperture, slightly offset from the deck hatch, and a second vertical fixed ladder. The upper compartment is 1 metre broad by 5.5 metres deep, and approximately 7 metres wide. The lower compartment is 0.92 metres broad by 5 metres deep, and approximately 7 metres wide. Movement in the lower compartment is further restricted by a 300mm pipe located 1.3 metres from the floor and a 100mm pipe located 4 metres from the floor. Both pipes run across the compartment and are attached to bulkheads on opposite sides (Figures 4 and 5). The rescue scenario consisted of a man who sustained lower leg injuries while working beneath the 300mm pipe situated in the lower compartment. He subsequently collapsed between the steel strengthening webs under the pipe, causing further access difficulties. When located he was sitting with his back to the bulkhead opposite the fixed access ladder. He remained conscious throughout the exercise. Two rescuers entered No 4 tank monitoring the atmosphere and running out a fixed wire communications system as they progressed. Meanwhile, a third rescuer erected a tripod on deck and attached a 37 metre winch system. As there were no height restrictions, the tripod was erected to full extension. Having descended both ladders and located the casualty, one rescuer climbed down to assist the casualty from beneath the pipe while the second rescuer pulled the casualty upward and over the pipe. Meanwhile, the third rescuer lowered the prepared rescue stretcher from the deck into the lower compartment. The rescue stretcher was then positioned behind the casualty and both rescuers secured the casualty to the stretcher in an upright position (Figures 6 and 7). The stretcher was then attached to the

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Feature winch system and the casualty, supported by both rescuers, was lifted from behind the pipe and manoeuvred toward the lower compartment access hatch. One of the rescue party climbed into the upper compartment prior to raising the casualty in order to assist in guiding the stretcher top and bottom (Figures 8 and 9). The access hatch, although snug, allowed the stretcher and casualty to be removed comfortably into the upper compartment. Positioning the casualty’s arms above his head assisted in that process. Once into the upper compartment, the casualty was stabilised while both rescuers again changed position to ensure ease of movement to deck level. The casualty was finally winched through the upper compartment access and onto the ship’s lower deck (Figure 10). This rescue proved to be more restrictive than the previous exercise, in that the positioning of pipes and general tank width limited movement. Here, we found that: G Two rescuers were the optimum number in this instance; G communication between deck and rescuers played an important part as the opened stretcher had to be lowered into place when required; G modifying the casualty’s position on the stretcher assisted in the extrication process; G again, correct positioning of the rescuers, one above one below, during the recovery operation was essential; G a ‘bottom lift’ was required to give the additional height clearance to get the casualty out of the tank.

Rescue from a pump room The ship’s pump room is accessed from the upper deck via a hinged rectangular door and has four internal decks extending from the upper deck to the ship’s hull. Each internal deck is constructed of open metal grating with an inclined ship’s stairwell leading to the next level. All walkways on all levels have hand rails fitted. The lowest deck is fitted with 6mm steel anti-slip floor plates. Beneath the deck plates in the bilge area are several large bore pipes and valves with bulkheads containing lightening holes to aid access into the more enclosed space of the bilge. In this exercise, a casualty was injured while painting inside the bilge. He was semi-conscious and in need of immediate evacuation. The drill was initiated while the team were viewing the bilge area and had no rescue equipment to hand.

The rescue team formed up, discussed a plan of action and gathered all relevant rescue equipment from the upper deck. A 37 metre winch was attached to a suitable temporary anchorage point, and a rescue stretcher opened and laid out on the lower deck plates ready to receive the casualty. At the same time, one of the rescue personnel entered the bilge carrying a rescue harness and gas monitor. The atmosphere was checked and rescue harness fitted securely to the casualty. A second member of the rescue crew climbed into the bilge and assisted with the horizontal removal of the casualty from the enclosed space (Figures 11 and 12). Manually handling the casualty out of the enclosed space was made easier by having one rescuer inside and one rescuer outside the enclosed space to receive the casualty. Once the casualty had been eased out of the enclosed space, his harness was attached to the winch and slowly and carefully raised to the lower deck, guided by both rescuers, (Figure 13). At lower deck level, the casualty was laid onto and secured into the rescue stretcher in preparation for phase 2 of the exercise. The second phase of the exercise was difficult and arduous as it consisted of locating (or manufacturing) anchorage points at each subsequent deck level, securing the winch and lifting the stretcher up each stairwell while being guided by two rescuers. On each occasion, the winch cable was attached to the head end of the rescue stretcher and the stretcher pulled up the inclined stairwell. We endeavoured to have three points of contact with the casualty at all times in order to prevent any lateral movement of the stretcher. As the stretcher and casualty reached each level in turn, it was found easier to manoeuvre the stretcher manually toward the next lifting position where it was re-attached to the winch and the lifting procedure repeated. The exercise culminated with a final lift onto the top deck. This was the most difficult part of phase two as the stairwell terminated near the entrance door and there was no suitable anchorage point. The final lift was achieved by means of attaching two strops and karabiners to the head end of the stretcher and heaving from the top while the third rescuer lifted and pushed the stretcher from below. The stretcher was at all times stabilised by the rescuer situated below the stretcher, preventing lateral movement. The exercise concluded when the casualty was transported onto the upper deck through the access door.

L Figure 8 and 9: Casualty being raised into upper compartment

L Figure 10: Casualty being recovered onto main deck

L Figure 11: Harness fitted and casualty removed through lightening hole

L Figure 12: Casualty assisted out of bilge

L Figure 13: Casualty hoisted to lower deck

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Feature This proved to be the most physically arduous rescue, in that the casualty had to be removed from the bilge and lifted vertically onto the bottom deck prior to being lifted a further three decks to the main deck. In this instance we found that: G fitting a ‘rescue harness’ to the casualty was advantageous; G lack of suitable anchorage points limited progress; G inclination of ladders and narrow walkways limited progress; G The use of only three rescuers made the exercise physically demanding.

Common problems Following each exercise we held a de-briefing session with all involved. While each of the exercises presented their own unique problems, many points were common to all three rescues. G Rescuers must be aware of the risks posed by preconceptions. The areas which are obviously enclosed are not always the most dangerous. For example, the pump room poses considerable risk despite being open, light and large in volume. Always be mindful that the area behind sealed doors may contain invisible risks such as gases and fumes from a variety of sources. Continuous checking of the atmosphere and an awareness of the working environment is essential when working in such spaces. It is vital that this awareness is imbued through training. G Tripods are frequently used as portable anchorage points by rescue teams ashore. On the ships in general, suitable anchorage points for attaching lifting equipment were limited. The tripod system used provided stability, height versatility and matched the requirements of the mechanical winch system. G The rescue harness used in each of the exercises proved invaluable to the rescuers as a means of manually handling and lifting the casualty. The harness was taken in with the rescuers and fitted to the casualty, as existing shipboard practice generally precludes the wearing of harnesses by seafarers when entering these spaces at sea. G Portable lighting was worn on the helmet. Unlike a hand torch, which would seem to be more generally used, this allowed the rescuers to locate the casualty and view the surroundings while leaving both hands free. G The flexibility of the stretchers used during the exercises allowed the rescuers more scope when dealing with the different situations. Both types of stretcher were versatile and allowed for a horizontal as well as a vertical rescue. Seaways May 2011

G Communication in any rescue situation is invaluable. Two systems were employed (one radio and one hard wire) allowing rescuers and those on deck to maintain contact during the various exercises. G Access points to the enclosed spaces such as manholes, are very restrictive, with some measuring only 420mm x 600mm, therefore, rescue personnel had to be pre-selected for the exercise. G All exercises were undertaken in a fresh air environment. Should the use of full breathing apparatus be required this would undoubtedly extend the extraction process owing to the difficulty of entering the various compartments and lightening holes given the physical size of BA sets in general use on board ships.

Equipment appraisal There is no doubt that the equipment used for these exercises was fit for purpose and that any rescue from an enclosed space onboard would benefit from the availability of the following equipment: G Winch/hoist system – the design of the equipment lent itself well to the tasks asked of it and made lifting a heavy weight much easier. G Tripod – although of limited use, this made a good anchorage point in the first and second exercises and would be essential for open deck situations. G Communications – an essential component of enclosed space equipment, the combination of hard wire and radio worked well, each with their own merits. In the case of the radio system, the head set had the added advantage of being hands free. G Rescue stretcher – the paraguard stretcher was used for each exercise. It was versatile and ideally suited to both vertical and horizontal rescue scenarios. G Portable lighting – the enclosed spaces found on board were either totally dark or poorly lit. Head lamps were essential. G Rescue harness – the rescue harness gave another dimension to the rescue by allowing both horizontal and vertical extrication, as shown in the third exercise.

Recommendations G Hands free communication equipment and personal portable lighting were undoubtedly advantageous and should be adopted as standard when entering enclosed spaces. G Adjustments should be made to the stretcher lifting point for the final lift in order to gain the additional height necessary to clear tank entry points.

G The dimensions of lightening holes make access difficult, let alone rescue. Consideration should be given to crew access and safety when designing tanks and enclosed spaces. G There are not enough suitable and specific anchorage points. More consideration should be given to casualty evacuation at the design or modification stages. G Although only limited numbers of rescuers could work in some extremely enclosed spaces, additional help should be made available at the point of exit to assist with any rescue operation when in a safe environment. For the sake of brevity we have documented only three exercises here. However, we viewed many other enclosed space areas in the ships and discussed potential problems. Several of these spaces posed the same general problems of space and height restrictions outlined above. These were overcome by a combination of our experience in implementing rescue techniques from enclosed spaces and just as importantly by employing equipment which is fit for purpose. With the shipboard experience gained by our rescue teams we have no doubt that effecting a rescue from these environments will test the ability of even the most experienced seafarer. Before any entry into an enclosed space, it is essential that the crew members entering are adequately: G trained; G equipped; G protected in the event of an emergency. If any of these three conditions have not been met, then those spaces should not be entered. In conclusion we wish to acknowledge the help and assistance given during our ship visits by both the dockyard and shipboard staff involved.

Enclosed space entry drills The heart of the problem is a lack of a properly functioning safety culture on board some ships. Working groups at IMO have discussed how best to address this problem. Two alternative solutions have been proposed; either mandating enclosed space entry drills through SOLAS, or incorporating procedures through the ISM Code. The Nautical Institute has already garnered the views of some members and intends to submit a paper on this issue to the IMO. Members are invited to contribute their ideas on enclosed space problems by e-mail to hg@nautinst.org

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For your diaries May (05) UK, NE England Branch, Trinity House, Newcastle Branch AGM; Tel: +44 191 585 0200 email: david.byrne@nobledenton.com (12) UK, Solent Branch, James Mathews Building, Southampton Solent University, Southampton Pilot Portable Units and Electronic Charts; www.ths.org.uk (12-13) Turkey, Novotel Istanbul, Kazlicesme Mah. Kennedy Cad., No:56 Zeytinburnu, 34025 Istanbul, Turkey, 14th Annual European Manning and Training Conference; Tel: +44 (0)20 70175511 email: maritimecustserv@informa.com (17) UK, North of Scotland Branch, 3-4 Deemount Terrace, Aberdeen, AB11 7RX, AGM 2011; Tel: 01224 649923 email: alistair_struthers@tiscali.co.uk (17-18) Belgium, Hilton Antwerp Hotel, Belgium, Tugnology ’11; Tel: +44 (0)1225 868821 email: tugnology@tugandsalvage.com (17) UK, SW England Branch, Royal Plymouth Corinthian Yacht Club, Madeira Way, Plymouth, AGM followed by RFA and the Defence Review; Tel: 01752 405603 email: pwright@plymouth.ac.uk (18) UK, NE England Branch, RMR Tyne, Evening meeting – Joint with Marine Society and Sea Cadets NE Region: Royal Navy Presentation Team; Tel: +44 191 585 0200 email: david.byrne@nobledenton.com (19) UK, Humber Branch, Blaydes House, 6 High Street, Hull, HU1 1HA, AGM 2011; Tel: 01482 634997 email: richard@swanmar.karoo.co.uk June (02-03) Canada, British Columbia Branch, Marriott Hotel, Victoria, BC, Canada, NI AGM and Command Seminar: Vessel Management and onboard roles – present and future; Tel: 604-290-6033 email: ajpatterson@shaw.ca (02-03) Ukraine, Grand Pettine Business Hotel, Odessa, 7th annual conference, Practice of Maritime Business; Tel: +38 0482 33 75 29 email: conference@interlegal.com.ua (08-09) UK, Millennium Gloucester Hotel, 4-18 Harrington Gardens, Kensington, London SW7 4LH, European Dynamic Positioning Conference; Tel: +44 20 8370 7799 email: claire.wood@ rivieramm.com, Member discount: 10% (09) UK, NE England Branch, South Tyneside College, South Shields, Annual Cadets Competition; Tel: +44 191 585 0200 email: david.byrne@nobledenton.com (15-17) Poland Branch, Gdynia Maritime University, Faculty of Navigation 9th International Symposium on ‘Marine Navigation and Safety of Sea Transportation’ TransNav 2011; Tel: +48 58 620-10-25 email:transnav@am.gdynia.pl (18 ) UK, SW England Branch, Royal Western Yacht Club, Plymouth, Nautical Institute 40th Anniversary - Celebration Dinner; Tel: 01752 405603 email: pwright@plymouth.ac.uk

letters Piracy: a double standard? Congratulations to Seaways for devoting almost the whole March 2011 issue to piracy. It was good to note that the IMO has finally launched its action plan against the piracy scourge. The economic and human costs of this major problem are also well covered in the issue. However, there still seems to be a lot of words and very little real action. As of 27 March 2011, at least 43 vessels, two barges and several yachts are officially in pirate ‘custody’ as are 674 hostages, including several children. The EU’s Navfor has openly admitted that a much larger number of vessels and hostages are being held than is publicised. Pirate activity is increasingly expanding further and further out into the Arabian Sea and wider Indian Ocean waters with the use of more sophisticated ‘blue water’ mother ships. Furthermore, there is also now increasing violence with a number of hostages killed. Only Indian, Korean and Chinese naval vessels appear to be prepared to take drastic action. As Captain Kelso confirms in his letter (Seaways March 2011) when Royal Navy vessels intercept pirate vessels they convey the pirates safely back to Somalia as they are apparently precluded from taking more drastic action – such as blowing pirate mother ships out of the water. There appears to be a global double standard compared to the UN action taking place in Libya, where intervention by UN/NATO forces is justified by the UN Security Council in order to ‘protect’ civilians. Yet almost nothing substantive is done to protect civilians from the action of Somali pirates. Why is there such a different approach? It appears that the Libyan political agenda greatly outweighs the commercial and human agenda that plays itself out on a daily basis off the coast of Somalia. Although the relatively unsuccessful attempt by Navfor naval forces to control piracy in the region has been very costly, such expenditure is probably equivalent to the cost of just three or four days of

military action in Libya. Furthermore, the economic cost of piracy is rarely taken into account. In fact, the industry has adjusted itself to the costs involved and many parties, other than the frontline pirates, are now making money out of the problem. The reluctance of naval forces to take drastic action is always predicated on the possible danger to hostages when such action is contemplated. The IMO’s new action plan is silent on how to overcome this impasse, let alone how to mount a concerted international ‘Libyan-style’ operation. But this should not be too difficult if there were the political will, perhaps sanctioned by the UN, to do something. For example, in Libya an air exclusion zone was established and successfully enforced. Why not establish a maritime ‘no-go’ zone just outside Somalia’s 12-mile Territorial Sea? Such a zone could be relatively easily policed by the large number of naval forces that are in the area. Nothing would be allowed to enter or exit the zone except through clearly marked channels. Anything moving outside these channels would be subject to immediate attack. That means that pirate vessels would be prevented from even getting out to sea. Is this too easy, too difficult, or am I missing something? Professor Captain Edgar Gold AM, CM, QC, PhD, FNI, Brisbane, Australia

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Seaways May 2011

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Nautelex David Patraiko FNI Director of Projects

Changes to AIS use in high risk areas Advice on the use of AIS systems in piracy risk areas has been updated. The new recommendations are intended to make sure that counter piracy naval operations have the necessary data from AIS transmissions to track merchant ship positions in real time, enabling them to mitigate the risk of piracy to merchant shipping. Until now, advice from EU Navfor and Nato on AIS use in the Gulf of Aden and the surrounding area has recommended that AIS transmission within the Gulf of Aden be left on with restrictions. In those parts of the high risk area outside the Gulf of Aden, advice was that AIS should be turned off completely. This is in line with IMO Resolution A.917(22), which states that ‘the master has the discretion to switch off the AIS if he believes its use increases the ship’s vulnerability’. Masters are now recommended to leave AIS transmission on across the entire high risk area as set out in BMP3. AIS transmission should continue to be restricted to ship’s identity, position, course, speed, navigational status and safety-related information. The decision on AIS policy remains at the discretion of the master. However, if it is switched off during transit, it should be activated immediately at the time of an attack.

Seaways May 2011

Guns in South Africa

World trade

The upsurge of piracy in the Indian Ocean has led to a significant increase in the number of ships carrying security guards, guns and ammunition. While the guards often disembark in South Africa after the vessels have sailed through the ‘hotspot’ area off East Africa, the guns remain on board to be removed at some other final destination. It is important that the vessel complies with South African regulations concerning weapons on board, including applying for a gun permit well before entering port. Failure to comply can result in the arrest and prosecution of the master – and has already done so in two recent cases. Owners or managers must apply to the South African Police Service (SAPS) for a permit for ships to enter ports with weapons on board 21 days before the vessel’s arrival. The application must be accompanied by numerous documents. If the permit is granted, the master must arrange for the guns and any ammunition to be removed from the vessel and taken to a police locker for safekeeping when the vessel berths in South Africa. The items will be returned to the vessel one hour before departure. A variety of vessel interests have reportedly appealed to the SAPS on the grounds that the 21-day permit application deadline is unrealistic and unworkable given the realities of spot market chartering. Despite some initial indication of flexibility, at the time of writing the SAPS remains unmoved and the deadline stands.

Following the record-breaking 14.5 per cent surge in the volume of exports in 2010 world trade growth should settle to a more modest 6.5 per cent expansion in 2011, according to reports from the World Trade Organization (WTO). The sharp rise in trade volumes last year enabled world trade to recover to its pre-crisis level but not its long-term trend. WTO economists believe the recent series of important events around the world lend a greater degree of uncertainty to any forecast. The 14.5 per cent rise was the largest annual figure in the present data series which began in 1950 and was buoyed by a 3.6 per cent recovery in global output. It was a rebound from the 12 per cent slump in 2009, returning trade to the 2008 peak level and to more normal rates of expansion. Nevertheless, the financial crisis and global recession continue to have an impact. For 2011, economists are forecasting a more modest 6.5 per cent increase, but there is uncertainty about the impact of a number of recent events, including the earthquake and tsunami in Japan. If achieved, this would be higher than the 6.0 per cent average yearly increase between 1990 and 2008. The factors that contributed to the unusually large drop in world trade in 2009 may have also helped boost the size of the rebound in 2010. These include the spread of global supply chains and the product composition of trade compared to output. Global supply chains cause goods to cross national boundaries several times during the production process, which raises measured world trade flows compared to earlier decades.

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conferences Action Stations Captain Amol Deshmukh MNI The continual growth in the frequency and audacity of piracy attacks off Somalia has focussed attention on an important ancillary maritime industry – maritime security providers. A number of these groups organised a two day conference to discuss the challenges, options and procedures for delivering professional maritime security in the current climate. The Nautical Institute was represented by the Chief Executive Philip Wake FNI and Captain Amol Deshmukh MNI. Squadron Leader Dave Allen brought to the table a highly promising proposition for dealing with the problem, albeit an expensive one. Having garnered several decades of experience on the RAF’s Nimrod aircraft, he proposed using a commercial aircraft fitted with similar equipment to the Nimrods to practically sanitise the route for vessels transiting high risk areas. Information gained from the flights would also be shared with other authorities. Dryad Maritime Intelligence, represented by Karen Jacques, outlined the uses of intelligence from various sources in combating piracy, particularly information provided with a minimum time lag and on a near real-time basis.

vessels are lawful. The consequences of using unlicensed arms could include fines, confiscation of weapons and detention of vessels by naval authorities.

Mariners’ experience John Twiss of IMSA Ltd narrated his experience of retreating to a well equipped citadel when his vessel was boarded by pirates. He reinforced the importance of a safe, secure citadel which provides means to navigate the vessel, engine controls, external communication, refreshments and toilet facilities for the crew. This will greatly assist the naval forces in re-taking the vessel once the crew is confirmed to be safely in the citadel. Amol Deshmukh’s presentation highlighted the effects of piracy from a mariner’s perspective and the role of seafarers in mitigating the problem. He also launched a healthy debate as to whether the carriage of armed guards on board was justified.

Dealing with the consequences Dignity Hostage Survival provides a service which is much needed in the shipping industry today. Their primary activities include mentally preparing crew before a hijacking incident and providing postincident counselling. They pointed out that

ship owners should remind themselves that it is seafarers who run ships which translate into profits and they owe this duty of care to their crew. It must also be noted that many kidnap and ransom policies cover expenses reasonably incurred for counselling of crew. Conrad Thorpe OBE of the Salama Fikira Group, which specialises in coordinating the release of hijacked vessels and seafarers, looked at the impact of piracy on the economies and livelihoods of East Africa and the Indian Ocean Islands. The legal and practical considerations arising from a hijacking were considered by Stephen Askins, a partner at Ince & Co. He carried out a root cause analysis as to why piracy was born in Somalia and the lack of stable governance in the region. He also debated the legality of private escort vessels using weapons to deter pirates. The conference was a good platform for those involved in the maritime security business to interact, understand their roles and responsibilities and display their latest products. However, the root problem is still the lack of a stable government in Somalia. Until such time as there is enhanced political will to resolve the problem, the industry will need to continue to find stop-gap measures.

Regulation Mark Sutcliffe, director of Maritime Security Review introduced the concept of the Security Association for the Maritime Industry (SAMI). This organisation is being developed to introduce a level of regulatory discipline and scrutiny to help identify which maritime security companies are both reputable and reliable. Later in the conference, Red Cell Security, a founder member of the International Association of Maritime Security Professionals (IAMSP) made a presentation along similar lines, stressing the need for continual improvement in security training standards and service provision within the maritime industry. They are looking to work in conjunction with SAMI in this regard. David Stone’s insight into the proliferation of illegal arms in use by maritime security companies was particularly interesting, given the increasing calls for the use of armed guards on board vessels. He highlighted the importance of ensuring that weapons used to protect

Seaways May 2011

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Solent Branch Cable-laying and communication Members gathered at the Southampton Master Mariners Club for a presentation on ‘The International Internet – The Mariner’s Contribution’ by Barry Peck FNI, a former cable ship officer with a wealth of management and consultancy experience in the field of submarine cable planning and maintenance, including transatlantic cable projects. After a brief introduction to the worldwide network of submarine cables, members were left under no illusion as to the difficulties encountered during cable-laying. Bad weather, equipment failure and technical issues all need to be overcome on a regular basis. The repair and maintenance of submarine cables has its own set of problems, and members were suitably impressed by the fault finding and repair techniques. Careful project management is needed to ensure the venture is successful. The input of an experienced mariner before, during, and after the operation is vital to ensure that adequate resources are deployed and safe working practices and procedures employed. Experiential learning from each operation ensures that future projects can be optimally managed. Few of us were aware that over 95 per cent of intercontinental telephone and internet communications take place via submarine cables. The mariner’s contribution to our everyday communications is significant and one that many of us perhaps take for granted. The cable layer, their crews and technical staff surely deserve our utmost respect. The Chairman thanked Barry Peck for sharing his sphere of marine expertise with the Solent Branch members. Matt Winter FNI

Shetland branch Pelagic fishing Shetland Islands Branch members enjoyed two talks during March. Seaways May 2011

John Goodlad, an industry expert, gave a talk tracing the evolution of the pelagic industry in the Shetlands. Pelagic is a term which describes fish which tend to form dense shoals in mid-water. In the Shetland context this means mainly mackerel and herring fishing. Fishing has always been important to Shetland; the pelagic sector now particularly so. The Shetland fleet of eight trawlers are each around 70 metres in length and 6-8,000 horsepower. These vessels catch around 65,000 tons of herring and mackerel each year. A large portion of this is landed at Shetland Catch in Lerwick which can freeze up to 1000 tons per day, and buys fish from Norwegian, Irish and Scottish vessels in addition to the Shetland fleet. Huge changes have taken place in both technology and efficiency over the past few decades. Goodlad highlighted three important issues affecting the pelagic industry today; The way in which the industry is managed has changed. In the past, fish only had a value once they were caught but with the introduction of the transferable quota system, which allows fish quota to be traded, even uncaught fish now have a value. Indeed, the value of fish quota now exceeds the value of the vessels in most cases. Tradable quotas have enabled consolidation to take place within the industry, resulting in a smaller number of profitable vessels. This is a system used in many parts of the world including Iceland and New Zealand. Scotland has recently secured Marine Stewardship Council certification for herring and mackerel, demonstrating that it is now among the best managed and most sustainable fisheries in the world. MSC is a global organisation which undertakes an independent assessment of the fisheries in terms of sustainability and good management practices. There is an ongoing dispute with Faroe and Iceland over mackerel. Over the last few years the mackerel stock has been moving further northwards into Faroese and Icelandic waters where local fleets have been catching increased quantities. The problem is that these catches are not covered by the international mackerel agreement between the EU and Norway and could pose a danger to the health of future stock. It is therefore a priority that the international mackerel agreement is extended to

include Faroe and Iceland. The presentation was followed by a lively question and answer session looking at both the current situation and possible ways forward for the industry.

Merchant Navy memorial The second talk of the month was given by Professor Gordon S Milne OBE. He explained how at the Remembrance Day Parade at the Cenotaph in November 2008 he had reflected on the lack of a memorial to merchant navy personnel in Scotland. By the end of 2009 much hard work had resulted in the forming of the Merchant Navy Memorial Trust (Scotland) with HRH The Princess Royal agreeing to be patron. Seventeen sculptors were asked to submit designs for the memorial, resulting in the selection of a design by Jill Watson. A very busy year for the Trust followed with the grand result of a parade, service of dedication and unveiling of the memorial by HRH the Princess Royal on the 16th Nov 2010. This splendid memorial is sited in Tower Place in Leith, outside the Malmaison Hotel, which some may remember as the old Seaman’s Home. Professor Milne went on to give an account of the sacrifices made by the merchant navy over the years in times of both peace and war. He reflected that many of the British public are now sadly unaware of this history. More information on the Merchant Navy Memorial Trust (Scotland) can be found at www.merchantnavymemorialtrust.org.uk Jim Ratter MNI

Hong Kong When the Balloon Goes Up Almost 50 members and guests of the Hong Kong Branch gathered in February to hear John Noble FNI FIIMS give a presentation entitled ‘What To Do When The Balloon Goes Up...and what preparation is useful’. As general manager of the International Salvage Union, and former chief executive of the Salvage Association, John is well-qualified to pose the question and suggest possible answers.

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Letters NI Log He began by defining a major casualty as an incident where the response and management will involve local and national coastal authorities, plus the flag state, classification society, P&I Club, H&M, charterers and cargo interests, among others. To prove that old salvage adage ‘a major casualty is like an elephant - hard to describe, but you’ll know one when you see one’, John then displayed a range of casualty photographs demonstrating just how much can go wrong. He also showed a diagram illustrating which organisations or individuals may descend upon the unfortunate vessel, and identified more than 40 possible attendees. John gave a brief overview of initial response procedures and the importance of a sound media policy before turning his attention to international conventions and their effect on casualty response. In particular, he dealt with the new OPRC Convention and what it requires of ships and governments. He made the telling point that post-incident analysis of ISM compliance will be of interest to a number of parties and any non-compliance which were causational may prejudice the outcome of subsequent legal action. He also warned of the possible effect of the ISPS code, which can sometimes result in extended response times, difficulties in clearing-in vital equipment and obtaining passes and even harassment by local military or ‘homeland security’ personnel. After covering the revised OPA-90 salvage requirements, the prerequisites for professional salvors and requirements of responders, he pointed out the importance of knowing who is in charge. The SOSREP system in the United Kingdom has been a great success, but few countries have had the courage or foresight to

implement a similar system, so overall command may lie with a captain of the port, or a harbourmaster, or even with the police or the military. Not knowing who wields the ultimate power can ruin your entire day. Finally, John described the new ISU/Nautical Institute Casualty Management Guidelines, which should be published in March next year. These will play an important role in educating all parties involved in a salvage situation about the role and responsibilities of all the other parties, and will demonstrate the importance of pre-casualty training and authentic drills. John Noble concluded his talk with the depressingly accurate statement that success will be judged as much by how well you handle the media as how well you handle the casualty. Needless to say, there was a lively question and answer session, which continued over the buffet after the talk. Captain Alan Loynd FNI

Ukraine Ballast Water Management training The first phase of Ballast Water Management training in the Ukraine took place from 21-25 February in Yuzhny. Over 40 delegates from state and private ventures participated in the event, which was organised by the European Bank of Reconstruction and Development, using training packages from the IMO. All arrangements were made by Royal Haskoning Company and their local partner International Legal Service.

The Ukrainian branch of The Nautical Institute was well represented in this forum by Alex Sagaydak FNI, who was one of the instructors, Professor Vladimir Torskiy FNI, Prof Vladimir Sharapov MNI, Dr. Yevgeniy Belobrov MNI as trainees and Artur Nitsevich MNI, who represented one of the host companies. Dr Jose Matheickal, head of IMO Technical Cooperation Division took part in the training session. In addition, IMO experts Dr Stephan Gollasch, Roman Bashtanny and Dr Viktoria Radchenko attended as instructors. All four days of the seminar were full of information and interesting discussions. The training sessions were not only beneficial to the participants, but also gave the instructors a good opportunity to learn about the local situation. The week finished with a role playing exercise. The participants were divided into four groups, with each group tasked to create national strategy and develop an emergency response for a ballast water problem in a hypothetical country. Members of the group were given duties as a minister of the government, director of a big private industrial venture or the head of a public organisation. The winners received a prize from Dr. Jose Matheickal. The seminar received good feedback from IMO and EBRD representatives. The second phase of BWM training is already scheduled for October, and we hope it will be even more interesting than the first. Captain Alexander Sagaydak FNI

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Seaways May 2011

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People Congratulations to Captain Eion Lyons, Fellow, who has been promoted to managing director of Union Transport Group. Congratulations also to Captain Gurpreet Singhota, Fellow, who received the Lifetime Achievement Award at Sailor Todayâ&#x20AC;&#x2122;s Seashore Awards 2011 in India.

New members The Membership Committee has nominated the following for election by Council: *Signifies members who have rejoined

Associate Fellows Baumler, R Captain/Assistant Professor (Sweden) Boros, J Captain/Managing Director (Slovakia) Chen, J Captain/Master (Taiwan) Chowdhury, F R Captain/Master (Bangladesh Chittagong) Chowdhury, S Captain/Ex Director (Bangladesh - Chittagong) Comerford, M Technical Director (UK/N of Scotland) Connelly, D O Captain/Owner (CAN/British Columbia) Cramer, D Captain/Marine Consultant (UK/W of Scotland) Gahnstrom, J Captain/Senior Project Manager (Sweden) Gilmour, B E Executive Chairman (UK/NE Eng) Gupta, H Captain/Vice President (Operations) (India (South)) Hopkins, K Captain/Marine Superintendent (CAN/British Columbia) *Hyder, S A Captain/Master (UK/Solent) Kearns, J P Captain/Master / SDPO (Ireland) Khan, M A R Captain (Bangladesh - Dhaka) Krishnan, V R Captain/Mgnt Rep & Nautical Faculty (India (West)) Mehta, S Captain/Retired Master (India (South)) Naeem, M Captain (Maldives) Paily, S Captain/Master (India (South)) Phipps, D A Captain/Marine Superintendent (CAN/British Columbia)

Seaways May 2011

Welcome to Lucy Budd Sad though we are that Claire Walsh has decided that it is time to retire as Editor of Seaways, we are delighted to welcome Lucy as the new Editor on a full time, in-house basis in the Publications Dept. It is intended that this change of working arrangements for Seaways will also give us some spare capacity to develop new periodical publications under Lucyâ&#x20AC;&#x2122;s editorship as well as adding her expertise to the books and other publishing work under the Directorship of Bridget Hogan. Lucy has some eight years of experience in maritime journalism and publishing having previously been the editor of The Baltic and World Bunkering as well as contributing feature articles to Fairplay and Seatrade. Her previous employment as a legal assistant no doubt stood her in good stead as Deputy Editor of The Maritime Advocate as well as its online version, and the latter experience is likely to prove useful here as we move towards a digital version of Seaways and other products.

Purwoko, K Captain/Offshore Installation Manager (Indonesia) Robertson, I Captain/Marine Incident Investigator (UK/London) Ruyra Pujol, J M Captain/Staff Captain (Iberian) Shaikh, M A K Captain/Master (Bangladesh Dhaka) Shetty, H Captain/Fleet Personnel Manager (CAN/British Columbia) Uddin, M B Captain/Master (Bangladesh Chittagong)

Fluent in French and German, Lucy worked in Germany for 3 years and brings these additional languages to our already multilingual staff which will be welcome news to our members and clients around the world whenever they may find difficulty in expressing themselves in English. Her interests include sailing, always a good start in a maritime office, travel (an asset for the job), singing, walking and mountain biking so we will be able to save on transport costs. We are sure that the membership will soon have as good a rapport with Lucy as they have enjoyed with Claire.

Upgrade to Associate Fellows Christie, D L Captain/Senior V/P (US - South California) Chowdhury, M R K Captain/Executive Director (Bangladesh - Dhaka) Evans, D H W Captain/Retired Shipmaster (UK/South Wales) Hall, N J Retired (UK/SE Eng) Harinatha Raju, A K D Captain/Master (India (S))

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Islam, A Z M K Captain/Fleet Manager (Singapore) McKenzie, S Captain/Marine Consultant (UK/N Scotland) Muller, C A Captain/Master (Brazil)

Members Ahmed, M Captain/Master (Bangladesh Dhaka) Anderson, J Third Officer (UK/NE Eng) Arefeen, S Captain/Director Operations (Bangladesh - Chittagong) Bury, A (UK/NW Eng & N Wales) Dawson, J 2nd Officer (Ireland) Ismail, M Captain/Manager (Syria) Maung, L N Chief Officer (Myanmar) Ne, Win Marine Surveyor (Thailand) Schofield, T A G Snr 2nd Officer (UK/Humber) Souza, A Captain/Executive (Brazil) Stratford, A Local Seamarks Auditor (UK/London) Tysyachny, M 2nd Officer (Ukraine) Udo, I J Chief Officer (Nigeria) Vansina, J 2nd Officer (Belgium) Yousefi, A Captain/Marine Consultant (CAN/British Columbia)

Obituary Peter James Bishop MNI Peter James Bishop was born in 1933 in Woolwich, London. He spent the early part of his life in India with his parents as his father was in the RAF. The family returned to England just after the end of World War 2 and eventually Peter went to HMS Worcester, the well known Merchant Navy cadet training ship, having enjoyed his early experiences of travelling overseas. Peter’s sea-going career included sailing for Ellerman’s Wilson Line, Ellerman City Liners and latterly command aboard Denholms’ car carriers which took him to the Far East to load cars and bring them back to Europe. On his final trip he had a heart attack – fortunately whilst in port in Finland – putting an end to his sea-going career after 42 years. He settled well into life ashore but always maintained a strong interest in matters maritime. He joined The Nautical

Institute (Humber Branch) Committee and was soon appointed Hon Treasurer, a post he held for some 11 years prior to his unfortunate passing. He also served the RNLI as a box collector, being recognised with the award of the Silver Badge last year for the money he had raised. He became a church warden, a job he thoroughly enjoyed and which kept him very active. Peter and his wife Irene were married in 1956. They have two children; a daughter Joanne and son Jeremy. Peter was a very kind and caring man, always willing to help others, and with an infectious sense of humour. He will be sadly missed by his many friends within The Nautical Institute, who extend sincere condolences to his family. The Humber Branch intend to hold a summer visit to the local RNLI Lifeboat Station to honour the memory of Captain Peter Bishop MNI. Richard A Coates FNI

Upgrade to Member Hughes, T (UK/Humber)

Students Billot, J C Cadet (UK/Channel Is) Black, C Miss (UK/London) Burgess, T R Cadet (UK/SW Eng) Chubb, N Cadet (UK/London) Coates, D A OS (UK/Humber) Gangaassaeter, R Deck Cadet (Norway) Hobby, D W Cadet (UK/Solent) Klaes, S (Sweden)

In a personal capacity… Seaways’ authors are often employed in senior positions within the shipping industry, whether seagoing or ashore. They may represent international organisations, maritime authorities or ship-operating companies. Many are active in The Nautical Institute, at branch or Council level. However when they write for our journal, they do so in a personal capacity unless otherwise stated. Their views are their own and do not necessarily represent their own organisations or the Institute.

NAUTICAL INSTITUTE WALL PLAQUES UK £33.25 each plus £2.00 p&p plus VAT= £42.30 EEC £33.25 each plus £5.00 p&p plus vat= £45.90 Europe non EEC £33.25 each plus £5.00 p&p= £38.25 Rest of the world £33.25 each plus £7.80 p&p= £41.05 Please allow approximately eight weeks for delivery and send cheque with order to: C.H. Munday Ltd, Rosemary Cottage, Churt Road, Headley, Bordon, GU35 8SS, UK Tel: +44 (0)1 428 714971 Fax: +44 (0)1 483 756627 [email: enquiries@chmunday.co.uk] Seaways May 2011

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Branch Secretaries and development contacts Australia: Queensland: www.niqld.com Capt Adrian Rae MNI Mobile: +61 412529102 adrian.rae@bigpond.com SE Australia: www.nisea.org Jillian Carson-Jackson, MNI Tel: +61 2 6279 5092 Mobile: +61 4484 68867 sec@nisea.org SE Australia (VIC): Capt. Ian Liley, MNI Mobile: + (0)410 478 992 Email: imliley@optusnet.com.au SE Australia (SA): Capt. Howard Pronk, MNI Tel: 61 8 8447 5924 Fax: 61 8 8431 1564 Pronk@arcom.com.au SE Australia (ACT): Capt. Iain Kerr, FNI Tel: +61 2 6279 5958 ifk@amsa.gov.au Tasmania: Capt John Lloyd MNI john.lloyd@amc.edu.au Western Australia: Capt. David Heppingstone, MNI Tel: 61 8 9385 4583 Fax: 61 8 9385 4583 niwau@yahoo.com Baltic States: Capt. Boris Dunaevsky, FNI Tel: +371 28832549 Fax: +371 67588257 bdunaevskij@yandex.ru Bangladesh: Capt. Zillur R Bhuiyan, FNI Tel: +880 31 717984 (o) Fax: +880 31 717985 (o) nautinst.bangla@gmail.com Chittagong: Capt. Saifullah Al-Mamun, MNI Tel: + 880-31-710973 (O) Fax: + 880-31-716101 (O) Mobile: +880 171 3124272 nautinst.chittagong@gmail.com Dhaka: Capt. Ghulam Hussain, AFNI Tel: + 880-2-9896597 (O) Fax: + 880-2-9889763 (O) nautinst.dhaka@gmail.com Belgium: Capt. Marc Nuytemans, FNI Tel: 32 3 232 72 32 (o) Fax: 32 3 231 39 97 marc.nuytemans@shipmanagement.exmar.be Brazil: Otavio Fragoso Da Silva, FNI Tel: 55 21 2516 4479 Fax: 55 21 2263 9696 otaviofragoso@conapra.org.br Bulgaria: Capt. Andriyan Evtimov, FNI Tel: 359 52 631 464 (o) Fax: 359 52 631 465 aevtimov@abv.bg Canada: British Columbia: www.nauticalinstitute.ca Capt. Chris Frappell, MNI Tel: +1 250 658 0393 (h) Mobile: +1 250 537 6378 frappell@shaw.ca Maritime Provinces: Capt. Angus McDonald FNI Tel: +1 902 429 0644 Ar550@chebucto.ns.ca China : Hong Kong SAR: www.nautinsthk.com Capt. Vikrant Malhotra MNI Tel: +852 97682264 Fax: +852 22859309 secretary@nautinsthk.com

Shanghai: Sandy Lin, MNI Tel: 86 21 68868389 sandylin@fcaremarine.com.cn Croatia Capt Gordan Baraka MNI Tel: + 38 522201161 Mobile: + 38 598445545 gb@adriamare.net Cyprus Evan Mackay, MNI Tel: 357 25 843 268 (o) Fax: 357 25 312 986 (o) Tel: 357 99 532 236 (m) e.mackay@csmcy.com Denmark: Anders Arfelt, MNI Tel: +45 3315 4778 Fax: +45 2710 4779 arfelt@pimic.com Egypt: Capt. Eslam Zeid, MNI Tel: +20111660757 eslamzeid@gmail.com France: Guillaume de Boynes MNI Tel: +33 (0)2 3292 9175 (o) gdeboynes@groupama-transport.com Germany: www.linkedin.com/groups?gid=3451665? Jens Hansen MNI Tel: +49 40 334 282 76 Fax: +49 40 334 282 78 nautinst.germany@googlemail.com Ghana: Capt William Amanhyia, MNI Tel: 233 2 4406 2438 W_amanhiya@msn.com Greece (Hellenic): Capt. Babis Charalambides MNI Tel: 30 210 429 2964 (o) Fax: 30 210 429 2965 (o) Mobile: 30 6944 301 666 tarpon@otenet.gr Iberia: Javier Saavedra, AFNI Tel: 34 981 35 8952 (h) Tel: 34 981 18 8411 (o) ajaviersaavedra@telefonica.net India: North & East (New Delhi): Capt. Pawan K. Mittal, MNI Mobile: 91 98 1016 0883 Tel/Fax: 91 11 2508 6500 pkmittal@ariworld.com South (Chennai): Capt. Venkat Padmanabhan MNI Tel: +91 44 24421786 Mobile: +91 98407 96870 mail@nisi.org.in West (Mumbai): Capt. S M Halbe, FNI Tel:+ 91 22 2571 2105 Fax:+ 91 22 2571 2133 sm_halbe@yahoo.com Indonesia: Capt Andrew Clifton MNI Tel: 62 21 7854 8525 (o) Fax: 62 21 7854 9156 (o) Mobile: 62 815 1452 3544 Andrew.clifton@uk.bp.com Ireland: www.linkedin.com/groups?mostPopular= &gid=3749231 Deirdre Lane, MNI Mobile: +353 86 2297127 nautinst.ireland@gmail.com Japan: Prof. Masao Furusho, MNI Tel: 81 78 431 6246 Mobile: 81 90 5362 2858 furusho@maritime.kobe-u.ac.jp Malta: Capt. Michael Pagan, MNI Tel: 356 21806467 (o) Fax: 356 21809057 (o) maritime@mcast.edu.mt Netherlands: www.nautinst.nl Capt Fredrik Van Wijnen MNI Tel: +31 182 613231 cesma.vanwijnen@planet.nl

New Zealand: www.nautinst.org.nz Capt. Kees Buckens, FNI Tel: 64 9 522 0518 nznisec@xtra.co.nz Nigeria: Capt. Jerome Angyunwe MNI Tel: 234 1896 9401 Mobile : 234 80 2831 6537 Jerome107@hotmail.com Norway: Helle Oldetal, MNI Tel: +47 52 70 26 44 helle.oltedal@hsh.no Pakistan: Capt. S M A Mahmoodi, FNI Tel: 92 21 285 8050-3 (o) Fax: 92 21 285 8054 (o) mahmoodi@mintship.com Panama: Captain Samuel Ferreira De Sousa MNI Tel: +507 211-2122 samuel.ferreiradesouza@iti.com.pa Philippines: Jim Nicoll, MNI Tel: + 63 917 866 3324 James_Nicoll49@hotmail.com Poland: Capt. Adam Weintrit, FNI Tel +48 6 0410 8017 weintrit@am.gdynia.pl Qatar: Capt. Joe Coutinho, FNI Tel: +974 4315 792 Mobile: +974 5537 293 coutinho@qship.com Russia: St. Petersburg: Captain Alexandr B Nosko MNI Tel: + 7 812 334 51 61 Mobile: + 7 812 716 41 08 abnosko@gmail.com a.nosko@scf-group.ru Moscow: Capt. Andrey Voloshin, MNI Tel: 7 095 5170965 anvoloshin@megawap.ru Singapore: William Wesson BSc MNI Tel: 65 91004059 ni.singapore@gmail.com South Pacific Community:Fiji Capt. John Hogan, FNI Tel: 679 337 0733 Fax: 679 337 0146 JohnPH@spc.int Sri Lanka: Ravi Jayaratne, MNI Tel: 94 11 286 5795 exceltech@itmin.net Sweden: www.nautinst.se Capt Finn Wessel, MNI Tel: 46 411 55 51 52 Mobile: 46 703 83 62 95 finn.wessel@nautinst.se Syria Captain M Hawsheh AFNI Tel: +963 41 370040 Mobile: +963 933 414206 hawsheh@emirates.net.ae Trinidad & Tobago: Leonard Chan Chow MNI Tel: 868 658 3347 nauticalsolutions@yahoo.ca Turkey: Capt. Mehmet Albayrak, MNI Tel: +90 216 474 6793 Fax: +90 216 474 6795 alia@topazmarine.com UAE: www.niuae.ae Capt Brian Course, MNI Tel: 00 971 4 3123216 nauticalinstitute.uae@gmail.com Ukraine: www.nautinst.com.ua Professor V Torskiy, FNI Tel: 38 048 2251766 (h) Tel/Fax: 38 048 7334836 (o) torskiy@farlep.net

U.S.A.: Gulf – Houston: www.niusgulf.com/ Robert Hanraads MNI Tel: +1 281 673 2747 RHanraads@absconsulting.com North East US Coast: Capt. George Sandberg, FNI Tel: 516 878 0579 (h) Tel: 516 773 5447 (o) seasand@optonline.net Pacific – Southern California: www.nisocal.org/ Captain James Haley, MNI Tel: 310 9515638 captjameshaley@yahoo.com Pacific – Seattle: Capt Robert Moore FNI Tel: +1 (206) 463 2109 coastwatch@comcast.net United Kingdom: Humber: Capt Richard Coates FNI Tel: 01482 634997 Mob: 07850 943069 richard@swanmar.karoo.co.uk Isle of Man: Capt. Nigel Malpass FNI Tel: 01624 813774 malmar@malmarmarine.com London: www.nautinst.org/london Harry Gale, FNI Tel: 020 7928 1351 (o) hg@nautinst.org North East England www.ninebranch.org David Byrne, FNI Tel: 0191 217 3660 dbyrne@nodent.co.uk North of Scotland: Alistair Struthers, MNI Tel: 01224 649923 alistair_struthers@tiscali.co.uk North West England: www.ninw.org.uk Dr Steve Bonsall FNI Tel: 01244 671817 sec@ninw.org.uk Shetland: Jim Ratter, MNI Tel: 01595 859 440 jimratter@hotmail.com Solent: http://glang.me.uk/nisolent.html Matthew Winter FNI Tel: 01962 855157 matthew.winter5@ntlworld.com South East England: Chris Renault, FNI Tel: 01304 372192 (h) Mobile: 077 0226 9282 chrisrenault@btinternet.com www.nauticalse.org South West England: Paul Wright, FNI Tel: 01752 405603 (h) Tel: 01752 232466 (o) Fax: 01752 232406 (o) P.Wright@plymouth.ac.uk Bristol Channel: Capt John Rudd, MNI Tel: 01179 772173 Mobile: 07976 611547 john.ruddmni@googlemail.com West of Scotland: www.wosni.co.uk Capt. M.A. Shafique MNI Tel: 0141 8839177 mashafique@yahoo.co.uk Venezuela Capt Oscar Rodriguez MNI Tel: (+58-212) 762.82.58 Mobile: (+58-412) 335.47.77 orodriguez@consemargroup.com

I As many of these email addresses are private accounts, please refrain from sending multiple messages with attachments

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