IFSMA Resolutions 2012

IFSMA Resolutions 2012 comprises the resolutions as approved on 15 June 2012 by the delegates (23 National Member Associations and 10 Individual Members) of the 38th Annual General Assembly of IFSMA, the International Federation of Shipmasters’ Associations, held in Copenhagen, Denmark. The resolutions passed by the AGA form the basis of the future IFSMA policy. IFSMA, supported by its National Member Associations and Individual Members, is the Serving Shipmasters‘ International Voice with Consultative Status at both, the International Maritime Organisation (IMO) and the International Labour Organisation (ILO). Drafting Group for Resolutions of the IFSMA 38th AGA Captain Fritz Troels Frederiksen Captain Fritz Ganzhorn Captain Willi Wittig (Chair) Captain Raffat Zaheer Edited by Captain Willi Wittig Proofread by Mrs. Roberta Howlett Printed by RICOH, Bremen, Germany IFSMA Executive Council President: Captain Christer Lindvall Deputy President: Captain Koichi Akatsuka Vice President: Captain Jerome Benyo Vice President: Mr. Marcel van den Broek Vice President: Captain Remi Boissel Dombreval Vice President: Captain Marcos Castro Vice President: Captain Bjorn Haave Vice President: Captain Hans Sande Vice President: Captain Willi Wittig IFSMA Secretariat Secretary General: Captain John W. Dickie Assistant Secretary General: Captain Paul R. Owen Administration Officer: Mrs. Roberta Howlett International Federation of Shipmasters’ Associations 202 Lambeth Road London SE1 7JY • United Kingdom Phone: +44 20 7261 0450 Fax: +44 20 7928 9030 Email: HQ@ifsma.org Website: www.ifsma.org © IFSMA, the International Federation of Shipmasters‘ Associations, June 2012. All rights reserved. © Cover Photo: www.hanseatic-lloyd.de

IFSMA RES 1/2012 (38TH AGA)

More stringent use of non-combustible materials and improved regulatory measures;

Encouragement of research into existing and new power and propulsion systems as to ensure that no single failure results in loss of power;

Increased capacity in Life Saving Appliances including a lifeboat seat for all onboard;

Encouragement of research into innovative systems for abandonment and the adequacy of existing evacuation systems and the compatibility of life-saving appliances and equipment;

Introduction of compulsory intact and damage stability calculators onboard ship;

Introduction of appropriate additional and refresher training requirements for the existing crisis management training for all personnel onboard passenger ships;

Further Development of SMCP The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with concern the present situation regarding the communication between the shipmaster, the tugmaster and the marine pilot in manoeuvering the ship under tug assistance; Noted further that the resulting lack of shared information might endanger the success of the manoeuver and hence the safety of the ship, persons onboard and the marine environment; Request that IFSMA takes the initiative - together with the International Maritime Pilots’ Association (IMPA), the International Tugmasters Association (ITA) and the Association on Maritime English (G.A.M.E.) - to consider developing a set of related standard communication phrases and subsequently to for-ward the results to the International Maritime Organisation (IMO) for possible inclusion as Part A 4 into the existing IMO Standard Marine Communication Phrases (SMCP). 

10) Passengers should be provided with emergency instructions prior to or immediately after departure. 

IFSMA RES 3/2012 (38TH AGA) IFSMA RES 2/2012 (38TH AGA)

Safety of Passenger Ships The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with great concern recent maritime incidents involving passenger ships; Noted further that there are a number of key issues associated with the safety of passenger ships; Request that the IFSMA Executive Council ensures that the IFSMA policy appropriately reflects the following subject areas related to the safety of passenger ships:

Adequate manning of bridge and engine room, including at least two watchkeeping-officers on duty both on the bridge and in the engine room at all times while the ship is at sea;

Increased team resource management training and the adoption of a ‘Just Culture’ and the ‘Fair Treatment’ principles;

Existing standards of stability and watertight integrity to be improved including increased longitudinal subdivision and cross flooding so as to reduce risk of capsize and as far as possible to ensure a ship settles on an even keel without any list until the evacuation is completed;

Criminalization of Shipmasters The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with the greatest concern that the tendency to criminalize shipmasters and other seafarers is still an ongoing issue; Noted further the work conducted by Seafarers’ Rights International (SRI) in its attempts to advance the legal protection of seafarers; Welcomed once again the initiative taken by IFSMA in providing MasterMarinerProtect, a Defence and Legal Cost Benefit Scheme, to the members, ensuring that Shipmasters facing potential criminalisation have proper legal advice immediately at hand; Request that the IFSMA Executive Council continues in the further development of the good relationship with Seafarers’ Rights International (SRI) for the benefits of all seafarers but in particular for Shipmasters who may face criminalization. 

RES 4/2012 (38TH AGA)

Cross Mentoring The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012

IFSMA Resolutions 2012

Noted with great interest the successful introduction of Cross Mentoring as a tool for developing the potential of young executives;

Encourage shipping companies to provide an adequate number of copies of the handbook on each ship. 

Discussed the possibilities how to import and implement this successful approach to the human resource development of young Shipmasters;

IFSMA RES 7/2012 (38TH AGA)

Request that the IFSMA Executive Council with the assistance of subject matter experts explores the framework needed for a successful introduction of Cross Mentoring into the shipping industry. 

The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012

IFSMA RES 5/2012

(38TH

AGA)

Victims of Piracy The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Discussed in great depth the subject of piracy on the high seas and its effects on and consequences for the victims of piracy; Concluded that piracy must also be fought effectively on shore and emphasis should not only be on fighting piracy at sea; Request that the social partners in the international shipping industry should set up and launch a “Victims of Piracy Fund” contributed to by shipping companies and administered for assistance of seafarers and their families who have become victims of maritime piracy. The contribution formula to be discussed and decided. The Fund to be administered by a board of trustees having at least one representative from IFSMA. 

IFSMA RES 6/2012 (38TH AGA)

Coping with Capture The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with great interest the recent release of “Coping with Capture” a hostage handbook on Somali pirates by the Danish Maritime Officers (DMO) in cooperation with Citadel Solutions; Recognized the right for crews to be well prepared for possible attacks and capture by Somali pirates. Good preparation is a prerequisite for the seafarers to survive a hostage situation with as little physical and psychological damage as possible; State that the hostage handbook “Coping with Capture”, is a good and very important tool in the preparation of seafarers before entering into pirate infested waters;

Fatigue

Noted with great concern the findings of the recently conducted European research project “Horizon”; Noted further the recommendations made by the Horizon project; Request that the Executive Council ensures that the IFSMA policy appropriately reflects the recommendations resulting from the findings of the European research project “Horizon” as stated in the research report of the project. (see Attachment 1) 

IFSMA RES 8/2012 (38TH AGA)

MLC 2006 The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted that on 12 June 2012 the Government of Sweden has notified the International Labour Organisation (ILO) that Sweden has ratified the Maritime Labour Convention (MLC 2006); Noted also that Sweden was the 28th MLC Member State to ratify MLC 2006; Urge all Flag States that have not yet ratified the MLC 2006 to take all necessary steps to ensure the prompt ratification of MLC 2006 without any further delay. 

IFSMA RES 9/2012 (38TH AGA)

Visibility from Navigation Bridge The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with very great concern the recently proposed changes to Regulation 22 of Chapter V of the SOLAS Convention; Noted further the dangerous consequences these proposed changes would have on the safe navigation of the ship; Request that IFSMA becomes a co-sponsor of a proposal by Germany with the aim to stop this safety reducing exemption. 

IFSMA RES 10/2012 (38TH AGA)

Green House Gas Programmes The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted with great interest the recent and ongoing “Lean Shipping Initiatives”; Noted further that it is intended to set up at MEPC 64 a steering committee on an impact assessment of Green House Gas Programmes; Request that IFSMA actively takes part in the deliberations of the aforementioned steering committee. 

IFSMA RES 11/2012 (38TH AGA)

Mass Rescue The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted the outcome of the 2nd World Conference on Mass Rescue organised by the International Maritime Rescue Federation (IMRF) held 3 to 5 June 2012 in Gothenburg, Sweden; Noted also the statement released by IMRF at the end of the conference; Endorsed the contents of the statement made by IMRF. (see Attachment 2) 

IFSMA RES 12/2012 (38TH AGA)

Lean Ship of the Future The delegates of the 38th IFSMA Annual General Assembly held in Copenhagen on 14 and 15 June 2012 Noted the outcome of the Workshop on “Lean Ship of the Future” organised by the Danish Maritime Officers (DMO) held in Copenhagen in conjunction with this Annual General Assembly; Noted also the resume of the workshop; Endorsed the contents of the workshop resume; Request that the IFSMA Executive Council ensures that the IFSMA policy appropriately reflects the conclusions and recommendations outlined in the workshop résumé. (see Attachment 3) 

IFSMA Resolutions 2012

ATTACHMENT 1

Recommendations (Project Horizon – Research Report 2012) The overall results from Project Horizon may be transferred into different types of recommendations. However, these need to acknowledge the total risk situation – the convergence of risk exposure and capacity to act. In road transport the risk exposure is present 100% of the time. In seafaring risk exposure may mainly occur in manoeuvring in narrow or otherwise difficult waters or with poor visibility. The incidence of such exposure will vary greatly depending on many factors, but must be very much lower than that for road transport – probably more similar to that in aviation. One of the strongest factors influencing the capacity to act is sleep, when performance is absent. However, such states during work are relatively sparse and sporadic – even during night work – but they occur for most operators on each difficult watch or shift. The coincidence of exposure to risk and absence of capacity to deal with it will be a relatively rare event. The probability of danger will be highest when night watches are combined with prior reduction of sleep opportunities, together with passages through narrow or very densely travelled waters, or during reduced visibility. Considering the results of the present study, special attention needs to be paid to:  the risks in passages through difficult waters in combination with the 6-on/6-off watch system (because of sleep loss)  night watches  the last portion of most watches (especially night watches)  watches after reduced sleep opportunity  individual susceptibility to fatigue also needs to be considered The suggested ‘special attention’ may involve alarm systems to alert crew before important changes of course, alerting devices, encouragement not to use chairs on the bridge during night watches, additional crew, special protection of sleep periods for watchkeepers, or no work apart from watchkeeping. In addition, mathematical models (MARTHA) can be used to predict which portions of a particular voyage may be critical from a fatigue point of view and thereby mitigating action can be planned ahead of time.

One way of reducing risks related to fatigue may also be to train the crew in the causes and prediction of fatigue, its risks, how to detect it, how to prevent it and how to report it. The latter requires a level of acceptance of fatigue report without reprisals for those in authority. Personal fatigue countermeasures include caffeine, strategic napping and physical or mental activity. Judicial use of countermeasueasures include caffeine, strategic napping and physical or mental activity. Judicial use of countermeasures against fatigue should be part of the job description for all personnel on watch duty. Most of the general points discussed above are part of what is called ‘Fatigue Risk Management’, and which is presently being implemented in aviation worldwide. A similar development seems called for in marine operations. A final recommendation concerns future research. Project Horizon is the first detailed and experimental study of fatigue at sea. As discussed previously, it has limitations, one of which is that the data has been obtained in a simulator. This makes good experimental control possible, but also detracts from the possibility to generalise. There is a clear need for replicating the present study at sea and to carry out studies of long periods at sea to identify fatigue causes that may derive from boredom, isolation and similar factors. 

ATTACHMENT 2

Statement (2nd Mass Rescue World Conference) June 3 - 5, the International Maritime Rescue Federation (IMRF) will arrange its second Mass Rescue World Conference in Gothenburg, Sweden. This will gather Sea Rescue Organizations and Governmental Authorities responsible for sea rescue services from all over the world to discuss and deliberate improvements in Mass Rescue Operations at Sea. The undersigned strongly believe that more lives could be saved if some alterations and improvements in the international requirements regarding Life-Saving Appliances (LSA) were made. We want to add a set of provisions and requirements, which demand that passengers and crew are not only to be evacuated from ships in distress into lifeboats and life rafts, but also in the end are rescued to a place of safety, for example by ships in the vicinity. The Cruise-Ship industry is rapidly growing. Cruise ships get ever larger and can today carry more than 8000 passengers and crew. In the developed world, passenger shipping is a very safe mode of transportation. However, when an accident actually does occur, it can have de-

IFSMA Resolutions 2012

vastating consequences with hundreds or thousands of people in need of help. Since these accidents happen so rarely and since there is no way to know where they will happen, it is not realistic to build up Search and Rescue (SAR) capacities that can be relied upon to rescue a large number of persons in the limited time before an accident turns into a disaster. Today, the chances of getting off a ship in distress are relatively good, but being evacuated to a lifeboat or a life raft does not mean that you are rescued. There is currently a lack of equipment, harmonized systems as well as guidance or regulations concerning how to rescue a large number of survivors out of the water, from lifeboats or in life rafts. When the IMRF arranges its second Mass Rescue World Conference, the discussions will revolve around how the entire mass rescue operation-chain can become more effective - including how the evacuees shall actually be rescued to a place of safety. There are more or less established routes on the high seas. This means that there are almost always other ships in the vicinity. When a ship is in distress, other ships will often be at the scene of the accident long before dedicated rescue units arrive. Unfortunately, for different reasons, they often have limited abilities to assist more than just a few persons. 

ATTACHMENT 3

Résumé (Lean Ship of the Future Workshop) Danish Maritime Officers had in cooperation with the Danish Maritime Authorities planned a workshop on June 13th 2012 prior to the 38th AGA of IFSMA June 14th - 15th 2012 in Copenhagen. The workshop was titled “Lean ship of the future”. With focus on the ever increasing administrative burdens and workload on masters and crew in modern days shipping in order to prepare for and comply with IMO Regulations, Flag and Costal State Regulations, ISPS, Port State Control, Vetting and company safety and quality management systems etc., the aim of the workshop was to identify and discuss the amount of administrative burdens in international shipping:  What is the impact on board the vessels? And what’s to be done?  Is it possible to “lean” things by either reducing or coordinating rules, regulations and procedure issued? Or do things differently/smarter on board the ship?

1. Key presentation: The key presentation was held by Mr. Andreas Nordseth, Director General of The Danish Maritime Authorities (DMA). Titled: “Administrative burdens – From craft to control”, the presentation focused on the fact that Shipping has never been more supervised, inspected and certified than today - and has never issued more documents and reports, which have increased the administrative work and tasks on ships masters and crew With help from the consultant company COWI, DMA have made a study on the perception of administrative burdens. They have organized a tailored approach which combines hard and soft data sources, and involves both top-down and bottom-up perspectives. This combination of different data sources ensures a balanced and subtle view of the burdens in the maritime sector. The presentation by Mr. Andreas Nordseth showed the first results of the work. In the studies consultants have conducted interviews, surveys, workshops and observed daily practice on board vessels. The goal was to conduct a 360 degree analysis of all relevant stakeholders in the maritime sector in Denmark  796 Danish seafarers took part – among them 181 shipmasters  72 % of major Danish ship owners contributed  95 % of gross tonnage in the Danish merchant marine is covered Some of the findings of “Administrative burdens – From craft to control”:  35,6 % of seafarers find inspections (including vetting) very time consuming  35,0 % of seafarers find inspections (including vetting) very annoying  38,8 % of seafarers find internal quality assurance systems very time consuming  39,9 % of seafarers find internal quality assurance systems very annoying  21, 3 % of seafarers find handling of ISPS requirements very time consuming  39, 9 % of seafarers find find handling of ISPS requirements very annoying The average seafarer spent 20 % of working time spent on perceived administrative burdens. The average employee at land based offices spent 9 % of working time spent on perceived administrative burdens. The survey and the study was also based on interviews, here are some of the statements:

IFSMA Resolutions 2012

Important messages from seafarers (Masters) "The last 10 years have seen a tremendous increase in the administrative side of the job“ "Much of the paperwork is meaningless and timeconsuming“ "Paperwork in itself does not help me to run a safe and efficient ship" "I think we are at a tipping point… More paperwork might result in less safety" Control, control, control "I feel that 'control of control ' tends to evaluate mostly the quality of the control system“ "Sometimes I think paperwork is more important than the actual quality of the ship and crew“ "Could we scale down the quantitative measures a little?" "Maybe inspections could focus more on quality and competences?" "Many frustrations when we enter ports" "There are too many unnecessary and different port documents" "Some countries measure PSC performance by the number of ships inspected" "In other countries, all inspections need to have a minimum number of points" "It would help if we could harmonise more in the sector" Seafarers feel they have no voice "Many of us feel that we are the last link in the chain and cannot feed enough back" "What if we had a system to suggest adaptations and removal of inappropriate procedures?" "Could we have more proper and efficient channels to deal with unfit procedures?" Ship owners also have some issues "We respect national maritime authorities – but they can also give us a hard time" "Too many flag state-specific rules are unnecessary" "Often, we have to submit documentation that is not useful – or requires too much time" "A more thorough digitalization of interactions with authorities would help us" "Our world is complex – and we wish for fast and solid assistance from authorities to always be available" In his conclusions Mr. Andreas Nordseth expressed his concerns about the impact of the increased administrative

burdens, which seems to be the result of a bureaucratic compliance culture in the maritime industry, with focus on pure compliance with the rules - “Doing the things right” – Going by the book, ensuring correct documentation, instead of “Doing the right things right – promoting self regulation and responsibility on ships masters and crews with focus on compliance with the purpose of the rules. 2. Other Presentations: Captain Jens Naldal, President Danish Maritime Officers, Master and SQE team member at Danish shipping company TORM gave a presentation based on examples of “real life” administrative burdens and the perception of needless jobs and time consuming procedures put on ship, masters and crew nowadays. Mr. Peter K. Soerensen, Vice President Division for Maritime Industry at Force Technology, presented The SafeManning simulation tool - a model to analyze manning scenarios, explore development options and pinpoint possible bottlenecks and redundancies. The tool is not providing a solution for the best manning level. Based on input parameters on ship type, crew size and qualifications, tasks and voyage the simulation model delivers statistical output in tables and graphs where it can be illustrated if one or more crew members are e.g. exceeding a set of rest rules as well as it can show time consumed on different jobs and tasks on board. The tool is meant as an objective mean for authorities, organizations and companies to evaluate a mix of crews – both in numbers competences and duties – in order to perform the tasks placed on board the ship in a better way. Ms. Eva Thoft, Consultant at Grontmij and Seahealth Denmark. Can we improve the common understanding of expectations, performance, workloads and administrative burdens on board ships through better communication and a better working environment? - Eva Thoft is co-writer to a practical guide/booklet to improve communication and cooperation between ship management and shipping company published by Seahealth Denmark, and she has for many years worked with “social capital” within business and other organizations. E-Navigation Making Way. The Danish Maritime Authority (DMA) has for the last three years been Lead Partner of the EfficienSea Project, where DMA together with 15 partners around the Baltic Sea, demonstrated a number of e-Navigation Services effectively turning the Baltic Sea region into an e-Navigation laboratory. Mr Omar Frits Eriksson, Head of Section, Danish Maritime Authority presented an overview of the development of e-Navigation, present the findings of the EfficienSea project and facilitate

IFSMA Resolutions 2012

a discussion on the utility of e-Navigation and the way forward.

 Very manual paperwork  Too much bureaucracy  Too little time

3. Findings and Conclusions: a. Based on the presentations and the debate the workshop concluded the following:

 Lack of communication and understanding between ship and shore  Many emails from the company

Administrative tasks on ships are perceived as burdens in the maritime industry and unnecessary administrative tasks on ships are burdens.

 A general mistrust and blame culture in shipping

There is a clear need for change. Otherwise the administrative task as a hole will not only be perceived as burdens, but become an overall burden on ships masters and crews with negative impact on safety, work environment, job satisfaction, recruitment and not at least on the craftsmanship of future masters and seafarers.

 Inadequate tools on board (i.e. too small photo copy machines)

A way to change things is for the industry to realize, that the current level of administrative burdens, where skilled and competent ships masters and officers are forced to use a high percentage of their working hours on being clerks in bureaucratic compliance culture is a clear waste of skills and manpower. It therefore constitutes a waste of money and resources. But the industry should also consider:  Mechanisms to assess consequences and administrative burdens on ships, masters, crews and shipping companies when putting forward new procedures both nationally and on international levels (EU, IMO, ILO etc.)

 Most forms and systems are not coordinated by authorities, owners, vetting, classification etc.

 Inadequate tools on board (i.e. too small photo copy machines) What is the consequences/impact of administrative burdens?  Less attention to the primary task – the safe conduct of the ship.  Unattractive working environment  Fatigue  Criminalization of seafarers  Bureaucracy  Recruitment challenges  Waste of time and money Ideas to reduce problems  Harmonization of interpretation of IMO codes.

 Reducing manual working procedures – i.e. stamps, copies and ink signatures etc.

 One integrated management system for all types of regulation.

 Higher levels of standardization and digitalization.

 Stronger implementation of the IMO FAL convention.

 Better coordination, exchange and sharing of data (inspections, ports, authorities)

 Better coordination, sharing and exchange of information between authorities, classification, oil majors etc.

b. Comments noted by workshop participants

 Better communication and common understanding between ship and shore.

What causes administrative burdens?

 Too many Flag state-specific rules

 Better coordination and performance of the administrative tasks between ship and shore, and consider moving more of the paperwork towards shore based performance.

 Unclear purpose and meaning of many rules and regulations

 Better digitalization of procedures (and analogue backup)

 Lack of feed back mechanism

 Use of voice recorder for documentation

 Substandard ships set the standard and causes increased regulation and control regimes.

 Use of E-navigation services

 Often same inspections are performed from different actors during same port stay.

 Proper manning 

IFSMA Resolutions 2012

Notes

An Introduction to IFSMA IFSMA, the International Federation of Shipmasters’ Associations, was formed in 1974 when eight national associations of Shipmasters decided to unite their members from across the world in a single professional co-ordinated body. IFSMA gained Consultative Status as a Non-Governmental Organisation (NGO) at the United Nations (UN) International Maritime Organization (IMO) in 1975, which enables it to represent the unfiltered views of its members and protect their interests in an unfettered way. IFSMA is represented at the IMO by a Secretary General and a team of active or former shipmasters. These agents of IFSMA attend the four main IMO committees, namely the Maritime Safety Committee (MSC), Maritime Environmental Protection Committee (MEPC), the Legal Committee (LC) and the Facilitation Committee (FC). This team is also active in the nine sub-committees of IMO, the organisation’s working and drafting groups, council meetings and assemblies. IFSMA was placed on the International Labour Organization's (ILO) Special List of Non-Governmental International Organisations in 1993. IFSMA is represented at the ILO by a member of the Executive Council who attends the Maritime Sessions of the International Labour Conference (ILC) and who is also active in other shipping related meetings and working groups. IFSMA is a non-profit apolitical organisation which dedicates itself solely to the interests of the serving Shipmaster. IFSMA exists to uphold international standards of professional competence for seafarers. The federation’s policy is to ensure safe operational practices, to prevent human injury, protect the marine environment and safety of life and property at sea. IFSMA represents more than 16,000 Shipmasters. They come from about 65 different countries either through their National Shipmasters’ Associations or as Individual Members. IFSMA maintains its headquarters in London, close to the IMO, the International Maritime Organisation. 

International Federation of Shipmastersâ&#x20AC;&#x2122; Associations 202 Lambeth Road London SE1 7JY United Kingdom Phone: Fax: Email: Website:

+44 20 7261 0450 +44 20 7928 9030 HQ@ifsma.org www.ifsma.org