IFSMA
international federation of shipmasters’ associations
Annual Review 2009-2010
UNITY FOR SAFETY
AT SEA
IFSMA
contents p2
p10
“Mabuhay!� IFSMA’s President, Captain Christer Lindvall, welcomes those attending the 36th Annual General Assembly in the Philippines with a local greeting
Seafarers deserve fairer lives at sea, says Fredrik Larsson, Marine Manager, INTERTANKO, who also asks how great will the shortfall of seafarers be once the economy recovers?
p4
p15
“When will seafarers finally be freed of asbestos?� asks Marcel van den Broek, Assistant General Secretary of Nautilus International NL, the new trans-boundary union
IFSMA’s Secretary General, Rodger MacDonald, highlights IFSMA’s main activities for 2009-10 – just part of the workload at the Federation’s headquarters
p7
p20
Captain Yasuyuki Morimoto, President of the Japan Captains’ Association, introduces Japan’s maritime met services and complexities of local weather systems
Captain Ashoke K Bansal, an individual member in India, maintains that it is time to address the global manning crisis in the year of the seafarer
An independently produced magazine, published on behalf of the International Federation of Shipmasters’ Associations (IFSMA) by Riviera Maritime Media Ltd. Statements made do not necessarily reflect the opinions of IFSMA or the publisher. Riviera Maritime Media Ltd Mitre House 66 Abbey Road Enfield EN1 2QN UK t: +44 20 8364 1551 e: info@rivieramm.com www.rivieramm.com
International Federation of Shipmasters’ Associations 202 Lambeth Road London SE1 7JY UK t: +44 20 7261 0450 f: +44 20 7928 9030 e: HQ@ifsma.org www.ifsma.org
UNITY FOR SAFETY
AT SEA
IFSMA
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I
FSMA was formed in 1974 when eight European
Its headquarters is in London, close to IMO.
Associations of Shipmasters decided to unite
IFSMA gained Consultative Status as a non-
their members from across the world in a single
governmental organisation at IMO in 1975, which
professional co-ordinated body. This non-profit
enables it to represent the unfiltered views of its
apolitical organisation dedicates itself solely
members and protect their interests in an unfettered
to the interests of the serving shipmaster, more than
way. A Secretary General and a team of active or
11,000 of whom make up this Federation. They come
former shipmasters represent IFSMA at IMO and
from about 60 countries, either through their National
help the Federation to function effectively there.
Associations or as individual members.
These agents of IFSMA attend the four main IMO
IFSMA exists to uphold international standards
committees, namely the Maritime Safety Committee,
of professional competence for seafarers. The
the Maritime Environmental Protection Committee,
Federationâ&#x20AC;&#x2122;s policy is to ensure safe operational
the Legal Committee and the Facilitation Committee.
practices, to prevent human injury, protect the
This team is also active in the nine sub-committees
marine environment and ensure the safety of life
of IMO, the organisationâ&#x20AC;&#x2122;s working and drafting
and property at sea.
groups, Council Meetings and Assemblies.
unity for safety at sea
An introduction to IFSMA
IFSMA is a non-profit apolitical organisation dedicating itself solely to the interests of the serving shipmaster
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
1
Manila, 17-18 June 2010
MABUHAY! Opening address by IFSMA President Captain Christer Lindvall to the 36th Annual General Assembly
M
agandang umaga sa inyong lahat.
country. Its family names followed in the middle of
Good morning to you all.
the 19th century.
I welcome you all to the ‘Pearl
The Philippines became a protectorate in 1898
of the Orient’, the Philippines,
when the US bought the nation from Spain for
which I consider my second
US$200 million as part of the peace treaty at the
home country. I especially want to welcome those
end of the Spanish-American war. It remained so
individual members and Associations who are
until independence in 1946 except for the Japanese
attending this AGA for the first time.
occupation from 1942 to 1945.
Once again I want to thank SINDMAR for its
Of the nation’s colonial experiences, it has been said
hospitality during our AGA in Rio de Janeiro last
that the country spent 350 years in a convent and 50
year and also the Associated Marine Officers’ and
years in Hollywood. That unique combination has
Seamen’s Union of the Philippines for inviting us
resulted in an American-accented fluent English-
to this year’s AGA. In this context I also welcome
speaking population with the patience and customer
the representatives of the Society of Filipino Ship
concern that multinationals have found the ideal
Captains, whose application for membership has
answer to their prayers.
been approved by the Executive Council and will be presented to the AGA for endorsement. To introduce the Philippines, the nation comprises
various professional areas. This includes about
7,107 islands and had a population of 93 million in
200,000 seafarers, of which 70,000 are competent
2009. There are 171 native languages and dialects
officers, to the World Maritime Fleet, which employs
with 13 indigenous languages and at least one
about 1.5 million seamen.
million native speakers. The official languages of the Philippines are Tagalog and English. The history of the Philippines goes back at least
I think the Philippines therefore is the proper place to celebrate the IMO’s proclamation of 2010 as the ‘Year of the Seafarer’.
40,000 years but I will start from the medieval age.
IMO selected this motto to give it and the entire
The Spaniards first visited the Philippines in 1521
international maritime community the opportunity
in the form of our famous colleague Ferdinand
to pay tribute to the world’s seafarers and their
Magellan. He was killed just outside Cebu Island by
families. In this way it recognises their unique
Chieftain Lapu Lapu, whose name is also that of a
contribution to society and the risks they shoulder
delicious fish.
in the execution of their duties in often hostile
The Spaniards colonised the Philippines, first
environments. Never was so much owed by so
Cebu in 1565, with the arrival of Miguel Lopez de
many to so few for much in their daily lives. Some
Legazpi, and later Manila in 1571. These islands
1.5 million seafarers supply 6.5 billion people.
took their name from King Philip II of Spain. Here
2
IFSMA, as a representative of shipmasters, knows the Philippines well as a supplier of labour in
In proposing the motto Secretary-General
in Manila they established a new town and thus
Mitropoulos
began an era of Spanish colonisation that lasted for
confronting the 1.5 million seafarers of the world
more than three centuries, except for the brief British
– including pirate attacks, unwarranted detention
occupation from 1762 to 1764. Spain also introduced
and abandonment – coupled with the predicted
Catholicism and the language of Spanish to the
looming shortage of ship’s officers, make it ever
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
said,
“The
unique
hazards
The Philippines supplies about 200,000 seafarers, of whom 70,000 are competent officers, to the world fleet
more incumbent to take immediate and effective
• globalisation
action to forestall a situation from developing
• protection of the marine environment
in which ships are not manned with sufficient
• piracy
skilled personnel.”
• the ISPS code, ID cards and the seafarer’s right to
The theme complements IMO’s ongoing Go
shore leave
to Sea! campaign to attract new entrants to the
• the criminalisation and the fair treatment of
shipping industry. That launched in November
seafarers
2008 in association with the International Labour
• manning, workload and fatigue
Organization, the round table of shipping industry
• the shortage of officers
organisations and the International Transport
• ratification of the Maritime Labor Convention 2006
Workers’ Federation.
• search & rescue lifesaving appliances & drills
In this connection IFSMA will arrange a seminar
• fair trade
on this subject on Saturday 26 June 2010 here in
• revision of the STCW convention
Manila. IMO’s Secretary-General will address
• the ISM code (quality assurance)
the gathering and I hope some of you are able to
• implementation of existing rules
participate. On behalf of all of you I really want
• a common safety culture within shipping.
to thank our Secretariat, which has made this seminar possible.
IFSMA has participated on these issues in different seminars and conferences since we met last year,
It is also in line with the Comprehensive Review, initiated in 2006, of the International Convention
which Rodger MacDonald, our Secretary General, will address in his report.
on Standards of Training, Certification and
In this context I sincerely want to thank our
Watchkeeping for Seafarers (STCW) 1978 and
honorary member, the Secretary-General of IMO,
its associated Code, updated texts of which are
Efthimios Mitropoulos, for all his concern and
due to be considered by a Diplomatic Conference
support of shipmasters and all seafarers when it
in Manila on 21-25 June, in which IFSMA will
comes to, for example, piracy, criminalisation and
also take part. Once adopted the proposed
promoting 2010 as the year of the seafarer.
amendments to the STCW Convention and Code
Finally I am looking forward to listening to all the
will provide the necessary global standards for
interesting presentations and the debates we can
the training and certification of seafarers to man
expect during this Annual General Assembly.
technologically advanced ships, today and for some time to come.
I hereby declare the 36th meeting of the IFSMA General Assembly open and once again wish you
Other issues on our present agenda are:
mabuhay!
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
3
health
When will seafarers finally be freed of asbestos? by Marcel van den Broek, Nautilus International NL
A
4
sbestos is a double-edged sword.
occurred with the December 2000 amendments
On the one hand it has unique
to Solas. These came into force on 1 July 2002 to
physical properties that have
prohibit the new installation of materials which
encouraged its use in countless
contain asbestos on all ships.
applications.
Its
numerous
Apart from this step forward at IMO, many
advantages include its cheapness, resistance to heat
nations worldwide also introduced regulations on
and corrosion, its good insulation properties and
asbestos. These stipulate how to treat asbestos
the way it can greatly improve the structure of
products that are aboard ships, who should treat
substances such as coatings and adhesives. On the
them and under what conditions. However, daily
other hand it has one significant disadvantage: it is
practice does not always match the requirements of
killing people.
these rules.
Asbestos is the name of a group of minerals that
In August last year a Turkish shipyard delivered
comprise long, thin fibres that are so small that the
a new chemical tanker to its Dutch owners. During
naked eye fails to see them. Disturbing asbestos by
repairs a few months later, the discovery was made
repair, remodeling or demolition can cause these
that packings that needed to be replaced contained
fibres to float in the air, which makes them easy to
asbestos. This alarming discovery forced further
inhale. Humans breathe out most fibres but some
inspections, which eventually led to the horrendous
become lodged in the lungs. Over time they can
conclusion that every single packing on board the
build up there, causing scarring and inflammation.
tanker contained the material. A team of specialists
This can eventually affect breathing and lead to lung
is now replacing thousands of packings, one by one,
diseases such as asbestosis, mesothelioma and lung
each team member using specialist gear, protective
cancer, which usually develop over many years.
clothing and breathing apparatus.
It was these health risks that led many nations to
It soon became clear that this was not just a
begin banning the use of asbestos in the 20th century.
single incident. Only recently a series of newbuild
The shipping industry received special attention in
tugs from the same shipyard encountered similar
this regard because it commonly used over 300
problems, and a series of tankers still under
asbestos-containing materials. A real breakthrough
construction have been found to contain large
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
amounts of asbestos packings too.
their colleagues ashore, who in general enjoy easy
Talks with worldwide operating experts who
access to inspection and controlling mechanisms.
specialise in tracing asbestos on board vessels have
It is clear that many regulations cover asbestos on
shown that the use of the material in Turkish
board ships but the flow of new asbestos onto them
shipyards is widespread. Similar practices occur
is continuous nevertheless. Equally clear therefore
in many other shipyards around the world.
is the need for much more action to address this
Unfortunately this is not the end of the story.
serious, life-threatening problem.
Even when a vessel is totally free of asbestos in
We need to explore why and where the control
her maiden voyage, it can still become contaminated
mechanisms over the existing regulations fall
by asbestos over its many years of service. This
short and to see how seafarers can be made
contamination takes place in many shipyards
better prepared to understand and identify the
around the world. Even as late as 2010 asbestos
dangers of the material. We need to devote much
blankets are in use during welding. All sorts of
more energy to collecting data and information
maintenance products in use also contain asbestos,
on asbestos-related incidents and bring these
as often is the case with stored spare parts and
incidents to the attention of our members and
maintenance products.
relevant authorities.
Seafarers are in particular danger when it comes
Ultimately we have to raise awareness again, both
to exposure to asbestos as their vessels are not only
among seafarers, shipowners, regulatory authorities
their workplaces but their residences too. Over
and other stakeholders in the shipping industry.
time this increases their possible exposure. Another
Asbestos is not a thing of the past. In 2010 the
problem for seafarers is their lack of training in the
shipping industry is still, on a daily basis, exposing
identification of asbestos, which means they are
its seafarers to this hazardous material and creating
much more likely to become contaminated than
victims for decades to come.
Digital chest radiograph showing calcified pleural plaques from asbestos exposure and a large lung cancer
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
5
TANKER SAFETY Conference
11-12 November 2010, London
Will you be there when the safety agenda is set? This event attracts tanker charterers, trading companies, manufacturers, regulators, service companies, academics, designers, shipbuilders, ďŹ nance and insurance, class, associations and shipowners from all over the world, who come to gather intelligence, to network, and to gain practical insights into promoting tanker safety and effective emergency response. Attend the 2nd Tanker Safety Conference if you want to:
shape the safety agenda so that it is practical rather than political
share best practices by pooling knowledge with your peers
sleep at night knowing that you have done everything possible for the safety of your tankers and crews
Come and see why Rivera events attract such high quality speakers and delegates:
www.rivieramm.com/events sponsors (as of 04.06.10)
the marshall islands registry
supporters (as of 04.06.10)
official publication I M I F
International Maritime Industries Forum
tanker shipping & trade
organised by
weather information
Japan’s maritime meteorological information services and safety at sea by Captain Yasuyuki Morimoto, President of the Japan Captains’ Association
T
he Japanese archipelago is on the eastern
information on weather and sea states from
edge of Asia and faces the vast Pacific
appropriate organisations.
Ocean in the east and the south.
Fortunately the government body the Japan
Japan generally has mild weather
Meteorological Agency (JMA) is one of the most
with four distinct seasons. However,
advanced and authoritative organisations in the
the sea areas along the coasts of Japan and in the
world of its kind. JMA has been in service for
Pacific Ocean see great changes in sea and weather
more than 100 years and will provide any weather
conditions. The complexity of the region’s weather
information relevant to oceanic shipping operations.
systems can create a treacherous environment and
JMA provides data on oceanic meteorological
pose grave threats to navigation.
conditions such as surface weather charts, upper-
Winter monsoons occasionally grow to typhoon strength; cyclones form in spring along Japan’s coast;
DISSEMINATION OF FORECASTS & WARNINGS
and summer and autumn see the arrival of typhoons. Added to these are the frequent fogs that occur throughout much of the year. Equally threatening are tsunamis, which are not uncommon. On 9 September 1980 Typhoon Orchid claimed the largest UK ship ever to have been lost at sea, the 93,000 tonne UK-flagged oil-bulk-ore carrier MV Derbyshire in the seas south of Japan. This
radio telephone internet
USER Fishery coastal radio stations
tv, radio JMH broadcast
NAVTEX
broadcast on NHK NHK radio 2
GMDSS*
tragic loss claimed all hands – a crew of 42 and two wives. Sadly this is not an isolated case. Many crew have lost their lives at sea, as we showed in our presentation to the Annual General Assembly. To enhance the safety of navigation in such
SafetyNET
Oceanographic analysis charts sea ice information weather, wave analysis and prognosis charts
a vast area of sea it is important above all to
sea surface temperature and current forecast
understand adequately the characteristics of the
sea ice information
climate in the region and to use all available
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
marine forecast, analysis and warning local marine forecast, analysis and warning volcanic ash advisory
JMG
7
weather information
air charts, ocean wave charts and photographs
by the JMA; and how to contact and collect
from weather satellites. All are easy to obtain.
information that the JMA provides.
Members are encouraged to make contact with
Note
that
The
Netherlands
Shipmasters’
the JMA to use this information to help ensure the
Association (NVKK) is rewriting a handbook for
safe and economical navigation of their ships.
mariners on how to avoid tropical hurricanes. The
Meanwhile the Japan Captains’ Association
original version remains in the library of the Nautical
has an assignment to provide a text for foreign
Institute but much of its information is outdated
seafarers on board ships controlled by Japanese
and goes as far back as 1986 or even 1975.
shipowners. JCA consulted
and received help
Virtually no recent information is available from
from experts and academics to produce the
seafarers who have been close to or within the
report ‘Weather and Sea States around Japan and
dangerous semicircle of cyclones. In the meantime
Characteristics of Major Ports and Bays in Japan’.
much has changed in the technical approach of
Our paper aims to give IFSMA members,
weather forecasts.
particularly those at sea, basic knowledge of the
The Japan Captains’ Association aims to enhance
weather and of the sea areas around Japan. It
safety at sea for our colleagues. It takes into
will focus on the characteristics of the weather
account the concerns of the NVKK. It is happy to
and the sea states in Japanese and neighbouring
share through the presentation the meteorological
waters; navigation in stormy weather and during
information and experience its members have
a typhoon; information and business provided
accumulated about Japanese sea areas.
Sea areas along the coast of Japan where fog occurs frequently
Tsugaru Kaikyo Fog Period: Apr-Aug Mature Stage: Jun-Jul Dense Fog seen in Jul & Aug
Vicinity of Erimosaki and Nemuro Fog Period: May-Aug Mature Stage: Jul
Vicinity of Kinkazan Fog Period: May-Aug Mature Stage: Jun/Jul
Setonaikai Fog Period: Mar-Jul Mature Stage: Apr-Jun • Sharply Decrease with end of rainy season • Frequent Occurrence: Osaka Bay, Bisan Seto, Hiuchi Nada, Iyonada •O saka Bay: Special Attention required even in Winter Season
Vicinity of Inubosaki Fog Period: May- Aug Mature Stage: Jul
8
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
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life on board
Seafarers deserve fairer lives at sea by Fredrik Larsson, Marine Manager, INTERTANKO
I
was delighted when asked by IFSMA’s
no doubt have had difficulties in keeping their
President, Captain Christer Lindvall, to give
training budgets intact.
a presentation at the 2010 Annual General
Recruitment to the tanker industry is not a stand-
Assembly in Manila on the subject of
alone issue. It’s a question of attracting people
either tanker recruitment or criminalisation
to the industry as a whole. Most importantly it’s
of seafarers. Both subjects are not only close to
about retaining the officers we already have. The
my heart but also high on the agenda for the
existing pool of competent tanker officers is the
organisation I represent. They are also closely
heart of our industry. Without them no tanker can
related and I therefore suggested that I cover both
operate. We therefore need the existing officers to
in this paper.
pass on experience and knowledge to the younger
With the huge growth in the tanker fleet over the
generation and to mentor it, just as they have
last couple of years, it is inevitable that an increase
always done and hopefully always will do, as in
in demand for tanker officers and ratings will
any profession.
follow. This growth, despite the economic downturn
Learning by doing is a great concept that was
and recession, will continue although probably at
introduced thousands of years ago. No university
a slower pace than projected before the recession.
or simulator can fully replace it although, of course,
Various reports and studies conducted over the last
simulator training is now playing an important role
couple of years have been forecasting a shortfall of
and will continue to do so in the future.
officers in the region of 2-10 per cent.
10
When the recession hit the world’s economies
Before the recession hit the industry, the shortage
in 2008 it hit global trade hard and as a result
of officers in particular was causing shipowners and
the shipping industry suffered. Anchorages were
shipmanagers to allocate huge amounts of money in
bursting at the seams with ships lying idle. This
either salaries or training to secure the people they
meant that demand for seafarers of all ranks was
needed. Shipowners and shipmanagers who had
decreasing. Those who kept their jobs became
invested in in-house training schemes and cadet
reluctant to leave what they hoped were safe
berths saw poaching as a major threat. It caused
companies, hence poaching suddenly wasn’t an
salaries to hit new record levels several times a year.
issue anymore. Various signs show that the recession
One chief executive of a major shipmanager went
conserved the existing pool of seafarers, and in fact
on record to say that Filipino second officers were
shortages of career opportunities onshore prompted
earning more than their president.
an influx of people to the industry, mainly on the
Mindful of the lack of officers before the recession,
ratings side. On the officer side it is far too early to
the shipping industry in general and the tanker
tell as we have to factor in the time they spend at
industry in particular have been keen not to
university before joining up and becoming a statistic
scale back on recruitment campaigns or training
in this context.
programmes during the recent economic downturn.
The big question now is how big the shortfall
I am confident that the industry has been acting
of seafarers will be, particularly the shortage of
responsibly in this regard although many companies
competent officers, once the economy recovers
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
enough to employ the merchant fleet more fully. And
IMO, continue to campaign for youngsters to go
what impact will this have? Which sectors of the
to sea. They are conscious that without seafarers
industry will be able to compete with higher salaries?
of the right calibre the industry will face a difficult
Your guess is as good as mine, perhaps better.
and painful future. Let’s face it, there are fantastic
However, putting recessions and salaries aside,
opportunities out there now. Never before have
what attracts people to go to sea today? It is
there been so many different sectors in the industry
probably not the opportunity to see the world,
to choose between, such as cruise ships, offshore
which it used to be back in the good old days. My
vessels, tankers, exploration ships and others. On
personal view is that recruitment at a company
the tanker side alone you can specialise in gas, oil
level today is all about creating a positive and
or chemicals. It’s like a ladder. The more skills you
professional atmosphere. This means engaging and
acquire the more attractive you become and, of
recognising seafarers as the key-employees they
course, your bank account will reflect this. Take into
are, trusting them, listening to them and honouring
account the shortage of officers and the climb up the
them as professional ship’s officers and ratings.
ranks is going to go even faster, no matter whether
It also means treating them as human beings, as
this is considered a good or a bad thing.
someone’s husband, father, wife or mother and
Despite the excellent prospects and salaries, the
providing them with a meaningful, challenging and
fact is that the industry at large has difficulty in
satisfying working environment. They should have
attracting the younger generation. Depending on
a proper and stimulating home from home, one that
whom you ask you will get different answers on
includes the kind of amenities you might expect to
why this is the case. It seems that everyone has their
find in someone’s home ashore, such as a gym, a
own idea about why but nobody has the immediate
treadmill, a bike, Internet access and, of course, their
solution to the problem.
own toilet and wash room facilities. On
a
global
level,
industry
Clearly, high salaries attract some entrants to associations,
the tanker industry but not in sufficient numbers.
governments and others either in their own capacity
Is it therefore reasonable to assume that perhaps
or through collective efforts via bodies such as
there are too many deterrent factors weighing
What attracts people to go to sea today? Probably not the opportunity to see the world, which it used to be
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
11
life on board
in? Deterrents such as multiple inspections by
by IMO. These two submissions are bold, coming
charterers (vetting) and port states (PSC), long
from non-governmental organisations, but we
working hours, limited shore leave, low manning
nevertheless feel strongly enough about the issues
levels, fatigue, being away from family and friends,
not to hesitate for a moment in submitting them.
minimal accommodation standards, difficulties
As I have tried to explain, INTERTANKO and
with visas, poor communication facilities, being
our fellow shipping associations are also working
subject to drug and alcohol tests, excessive amounts
on improving the image of shipping and increasing
of paperwork, strict and constantly changed
the attractiveness of the industry to encourage
regulations and criminalisation. These are more
youngsters to choose a career at sea.
than enough!
I am sure you all agree the industry is already a great
Actually the key to recruiting and retaining young
one to be in and has ample opportunities although
seafarers is to sort out the deterrent issues mentioned
there is still room for improvement. However, no
above, at least if we are to believe – and we have no
matter how hard we try to raise its profile just one ship
reason not to – what was pointed out by 20 young
accident generates negative headlines and images in
people in a focus group that INTERTANKO and
every imaginable medium, which, of course, young,
ITF arranged and organised last year for young
potential seafarers are exposed too. The general
seafarers of seven nationalities. They expressed
public’s outrage often makes this negative image
their views on a career at sea and on what attracted
stronger, which forces politicians to find scapegoats.
young people to the shipping industry in 2009. They
This is devastating for the industry and its efforts in
pointed out every deterrent item above as a negative
attracting and recruiting young seafarers. I am, of
factor. Note, however, that those 20 still had chosen
course, thinking of cases such as the Hebei Spirit and
a career at sea but to remain there they asserted that
its officers, who, through no fault of their own, were
almost all of these things must improve, especially
penalised and criminalised.
the lack of shore leave and the feeling of being suspected of being a terrorist under the ISPS code. INTERTANKO believes that all the negative
last couple of years have seen many similar cases.
factors should be assessed and, if possible,
Another utterly ridiculous example of how
eliminated. The organisation is looking into how to
negative the world has become is the story of
provide better accommodation space, to improve
Captain Laptalo, master of the Coral Sea, who was
and make available crew communication facilities,
jailed in Greece when drugs were found stashed
including Internet access, to ensure adequate shore-
among the thousands of boxes of bananas his vessel
leave, to minimise the number of inspections, to
was carrying from Ecuador. Or the master of Full
limit unnecessary paperwork, to harmonise port
City in Norway, or Captain Mangouras of Prestige
entry requirements, to overcome burdensome visa
or… well, the list can go on, for far too long, but I
requirements and more besides.
guess you get the point.
This is a process that we wish could be advanced
Criminalisation of innocent seafarers is of
easier and quicker. But we are not alone on this and
course just as unacceptable to INTERTANKO as
we need to cooperate with all stakeholders, such
it is to IFSMA and every professional seafarer,
as regulators, classification societies, shipbuilders,
company, industry organisation and, I would
flag states, port states and human-element experts,
hope, government.
among others, to achieve success. These are issues that will not go away overnight.
12
How can we expect youngsters to go to sea when facing imprisonment due to accidents like that? The
We all have to stand up for our seafarers and protect our industry from this menace, something
At IMO’s Maritime Safety Committee (MSC 87) in
the industry has proved able to do when it has
May 2010, INTERTANKO and the ITF will introduce
been necessary, although admittedly with limited
two submissions as an immediate follow up on the
success. Take, for example, the case of Captain
Young Seafarers Focus Group. One is seeking a
Chawla and Chief Officer Chetan of the MT Hebei
change in the ISPS code so as not to restrict shore
Spirit. There wasn’t an association or organisation
leave for seafarers; the other is seeking an increase in
that didn’t stand up for these two good officers. A
the frequency and in the power of consideration of
plethora of alphabetical associations co-sponsored
the human element whenever new requirements are
a submission to the recent MEPC 60 on this matter,
developed or existing requirements are reviewed
a submission that was based on an expert witness
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
statement made by INTERTANKO to the Korean
pollution conflicted with international law (Marpol)
Supreme Court. It highlighted that these officers
and prejudiced the rights of seafarers and others in
had followed international and industry-established
the shipping industry.
good practice but were nevertheless penalised and
INTERTANKO has also been active in the courts
imprisoned. This proves that the world is not
in the US, where it has initiated litigation in response
perfect and that scapegoats apparently still have
to the state of Washington’s regulation that imposed
to be found. In this case the Korean public and
requirements for watch practices, towing and
the Korean legal system held the two senior deck
navigation equipment and reporting requirements,
officers responsible.
and other rules that differed from the controlling
However, what cannot be misinterpreted is
federal and international rules. INTERTANKO has
that the whole industry backed the two officers
also been active in a case involving the state of
100 per cent and made that abundantly clear, as
Massachusetts regarding oil spills and fines.
numerous demonstrations on behalf of the two
Furthermore, in an appeal to governments, we
officers, campaigns, letters and submissions to IMO
have been urging the practice of reasonable and fair
showed. The message is that the criminalisation of
treatment following an accident. In the year of the
seafarers who are simply doing their jobs is not and
seafarer surely this cannot be asking too much? In
never will be acceptable.
fact we are suggesting that the ‘Guidelines on fair
However, being reactive is not good enough. We need to be proactive.
treatment of seafarers in the event of a maritime accident’ are made mandatory.
So INTERTANKO has been and is still challenging
The message that I would like to convey to future
new legislation in the EU, the US and elsewhere that
and existing members of IFSMA and seafarers
we see as a threat to our industry and, not least, to
all over the world is that should you by any
our seafarers. Together with a few other industry
account be subject to unjustified unfair treatment or
stakeholders INTERTANKO took the European
criminalisation, INTERTANKO and the rest of the
Commission to the European High Court in 2006
shipping community care about it and will always
because it felt that the EU Directive on ship-source
be standing behind you.
The key to recruiting and retaining young seafarers is to sort out the deterrent issues that put them off
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
13
secretary general’s report
Secretary General’s report 2009-2010 by Rodger MacDonald, Secretary General 2010, ‘Year of the Seafarer’
last year. It has been another busy year for IFSMA and I will highlight the key points and will initially
IMO launched the theme for this year’s World
reflect on the resolutions made at the 35th Annual
Maritime Day – 2010: Year of the Seafarer – at
General Assembly held in Brazil between 7th and
an event at its London headquarters in January.
8th May 2009.
The organisation’s Secretary-General, Efthimios E. Mitropoulos, said 2010 promises to be an
Entry into enclosed spaces: resolution 1, 2009
auspicious and important year for the seafaring
Our first resolution noted with great concern the
profession. A Diplomatic Conference meeting in
continuous trend of fatalities and injuries among
Manila in June will adopt amendments that will
seafarers in enclosed spaces. IMO recognises
bring the STCW convention and its associated
the hazards of enclosed-space entry and made
code fully up to date with today’s expectations.
Assembly resolution A.864(20), Recommendations
Mr Mitropoulos said that designating 2010 as
for Entering Enclosed Spaces Aboard Ships.
the year of the seafarer would help to reassure
However, IMO has recently produced statistics that
those who work at the “sharp end” of the industry.
show that since the adoption of the resolution, 101
He concluded, “Seafarers deserve respect and
enclosed-space incidents have been reported that
recognition. Let us resolve during 2010 to ensure
have caused 93 deaths and 96 injuries.
that this message is trumpeted loud and clear.”
IFSMA expressed concern at STCW and the
I believe this message truly reflects the views of
DG sub-committees, and the sub-committee on
IFSMA and I would encourage all our members to
dangerous goods, solid cargoes and containers.
do what they can to support this theme. IFSMA
We endorse the concerns expressed by the DG sub-
is joining Newslink, the Nautical Institute and
committee. These are about:
GlobalMET to hold a seminar in Manila on 26 June
• A lack of knowledge, training and understanding
to celebrate the year of the seafarer.
of the dangers of entering enclosed spaces. Current training is considered inadequate. Enclosed-space
Dealing with the resolutions of the 35th AGA held in Brazil
drills on safe entry and safe rescue are not being carried out. • Personal protective equipment or rescue
As I write my report, the signs are that we are
equipment
coming out of the global downturn in trade and
of inappropriate type, improperly used or in
the various freight indices are moving gradually
disrepair.
upward so we should be on a happier note than
• Inadequate or non-existent signage.
not
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
being
used,
not
available,
15
secretary general’s report
•Inadequate or non-existent identification of
Maritime resource management: resolution 6, 2009
enclosed spaces on board.
IFSMA believes that the introduction of a new
• Inadequacies in safety management systems.
resource management concept into the maritime
• Poor management commitment and oversight.
industry could effectively contribute to the
It may be too late to add improved training for
achievement of quality shipping. It calls on the
the current STCW review but the industry must
member states of IMO to promote the establishment
collectively make every effort to deal with the
of a no-blame culture by introducing mandatory
concerns stated by the DG sub-committee.
maritime resource management training in part A of the STCW code. While it has not been possible
E-navigation: resolution 2, 2009
to pursue this at the current STCW review, IFSMA
Our second resolution concerned e-navigation. IFSMA
has promoted the concept at its workshops and the
continues actively to monitor and participate in
training seminars that it endorses.
discussions to ensure that e-navigation will positively assist the workload of the master and crew. IFSMA
Other IFSMA secretariat activities
has continued to work at the STW sub-committees to ensure the syllabuses for certificates of competency take
International Lifeboat Group
into account the changes, adding new requirements
Continuing work with the International Lifeboat
and also identifying redundant subjects which must
Group has led to some success at the 53rd
be amended, corrected or removed.
session of the sub-committee on Ship Design
Moreover IFSMA will in this process emphasise the
and Equipment (DE). Draft guidelines have
importance of defining the roles and responsibilities of
been agreed to reduce the number of accidents
all parties involved in e-navigation.
involving lifeboats, particularly those that occur during drills or inspections. These guidelines
STCW: resolution 3, 2009
ensure release mechanisms for lifeboats are
IFSMA entered a document to change IMO’s present
replaced with those complying with new, stricter
approach to amending the STCW convention by
safety standards. MSC will be asked to adopt
introducing amendments only every five years
amendments to the International Life-Saving
and also to review as necessary the convention
Appliances (LSAs) Code and the recommendation
regularly every 10 years.
on testing of LSAs, which will require a safer
The sub-committee accepted this proposal
design of on-load release mechanisms. This will
in principle and it will go to the Diplomatic
require a related draft amendment to chapter III
Conference as a resolution.
of the International Convention for the Safety of Life at Sea (Solas) on LSAs. That will require any
Hours of work and rest: resolution 4, 2009
lifeboat on-load release mechanisms that do not
IFSMA has worked very hard at the STW sub-
comply with the new LSA code requirements to
committees to encourage IMO member states to
be replaced no later than the next scheduled dry-
maintain the well established stipulation of hours
docking of the ship following entry into force of
of work and rest as mentioned in chapter 8 of the
the Solas amendments.
STCW code and not to deviate from this stipulation.
The sub-committee also agreed to adoption by
The difference of opinion between the distinguished
MSC 87 of those draft amendments to the revised
delegates was so close that the question will need
recommendation on testing of LSAs that concern
settlement at the Diplomatic Conference in Manila.
test procedures for lifeboat hooks.
IMO block voting: resolution 5, 2009
on lifeboat release mechanisms follows years of
IFSMA members expressed concern about the
intensive work in the DE sub-committee and by
process of allowing the EU a block of 27 votes
the MSC to address the significant number of
without all 27 states of the region being present at
serious injuries and fatalities which had been
the meetings.
occurring during lifeboat drills and inspections.
This new package of amendments and guidelines
As an NGO there is little that IFSMA can do about
16
this other than express its concern, which it has done
Piracy
informally to the IMO Secretariat.
In September 2009 your Secretary General gave
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
a presentation on piracy and offshore security
interactive media groups such as Facebook and
at the IMarEST conference in Portsmouth. This
Twitter should be used.
well attended event showed how the industry is
• It was fully agreed that as it is important to reach
trying to act positively to combat the situation
those who are not complying, maintaining contact
in Somalia. IFSMA’s theme centred on the
and relations with the major part of the shipping
mandatory training required to deal with piracy
industry is equally important.
and the need to consider the welfare for the
IFSMA discussed a different approach to
families of hostages. It also concerned the need
dealing with piracy with Robert Haywood. He
to counsel seafarers after their release from
visited IFSMA to explain the three-step approach
captivity as hostages.
to piracy that the Oceans Beyond Piracy project
The secretariat had a formal meeting with
advocates. This scheme aims to develop viable,
Maritime & Underwater Security Consultants
cost-effective, low-violence solutions to fill the
(MUSC) to discuss its position regarding piracy off
gaps in the legal framework that allow piracy
Somalia. MUSC assists shipping companies as an
to exist.
independent consultant. Both parties agreed that
Step one is to define intent to commit piracy
there is a training gap for all seafarers regarding
through equipment laws. This considers how
conduct after capture and hostage survival and
historic laws such as equipment laws from the
that this is of crucial significance for masters who
era of the slave trade set a precedent. If a vessel
are expected to motivate crew members below
is equipped to carry out piracy then it has the
them. IFSMA has invited MUSC to offer a paper
intent to commit piracy. Step two is to determine
at the AGA in the Philippines.
strong venues to prosecute detainees. Step three
Also VP Mark Dickinson and your Secretary
is to task naval fleets to sweep the seas to detain
General attended a meeting on piracy at the
suspected pirate vessels and crews that meet the
European centre on defence against piracy at
equipment standard.
Northwood, UK (EU NAVFOR). During a generic piracy briefing at the meeting the main item raised
Criminalisation and fair treatment for seafarers
these points:
Sadly no evidence yet exists of universal
• Despite the effort from the military and the
acceptance in practice of the guidelines on fair
industry some ships operating in the Gulf of
treatment of seafarers in the event of a maritime
Aden and Indian Ocean do not comply with
accident. IMO’s Legal Committee adopted these
best management practice (BMP). Key issues to
guidelines in April 2006, the ILO governing body
discuss would therefore be how the shipmasters’
in June 2006.
associations could assist in reaching out to these
The guidelines recommend their observance in
vessels.
all instances in which public authorities detain
• This year is the year of the seafarer, so seminars
seafarers after a maritime accident. However,
dedicated to seafarers and masters should be able
we still learn of cases in which seafarers and, in
to be identified or, at least, the number of such
particular, shipmasters are being criminalised and
events should be higher than in other years.
treated as second class citizens.
• With regards to the above, IFSMA is hosting a
IFSMA’s initial action on the occurrence of a
seminar in the Philippines later this year. Piracy
maritime accident and the arrest of seafarers is
could be on the agenda for this event. EU NAVFOR
to inform the relevant authorities of the coastal
will liaise with IFSMA to seek opportunities to
state by sending them a copy of the guidelines.
influence.
We also inform the Flag State through its London
• It was generally agreed that Port State control
embassy that it also has the right to intervene. Of
authorities probably would have the most influence
course, IFSMA liaises with other groups to protest
on ships and masters not complying with BMP. A
strongly through the media. We also discuss the
coordination workshop with NATO, EU NAVFOR
issue at IMO.
and CMF had already discussed this.
I was also disappointed that volcanic ash
• It was agreed that the difficulty lies in
cancelled all flights out of the UK recently and
identifying the typical representative of those that
prevented me from making my presentation on
do not comply. The question arose about whether
criminalisation at the IHMA general meeting
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
17
secretary generalâ&#x20AC;&#x2122;s report
in Perth, Western Australia, organised by our
based code with functional requirements supported
Australian Association.
by prescriptive provisions. The code should contain both mandatory and recommendatory
Fatigue
parts and, apart from common requirements,
In November 2009 IFSMA held its successful annual
there should also be separate requirements for
workshop in Manila. The event saw the debate of
the Arctic and Antarctic. Ships not trading in
the question of whether fatigue and criminalisation
polar regions would not need to comply with the
have a negative effect on recruitment.
requirements of the code, which should be made
One of the most interesting presentations came
mandatory under Solas and Marpol.
from Denmarkâ&#x20AC;&#x2122;s maritime authority, which is conducting a survey on working and rest hours on
Shipping key performance indicators
board ship. Its full report should be available later
Your Secretary General attended the workshop in
this year. IFSMA continues to press home to all
London on shipping key performance indicators
relevant parties that fatigue is a major contributor
(KPIs) as a stakeholder. The IMO Maritime
to the causes of maritime accidents.
Environment Protection Committee at its 59th session agreed to disseminate a package of
Safe manning
interim and voluntary technical and operational
The 41st session of the STW sub-committee
measures to reduce greenhouse gas emissions from
completed its review of the principles for
international shipping. It also agreed a work plan,
establishing the safe manning levels of ships.
for consideration at future meetings, of proposed
It also agreed a draft assembly resolution on
market-based instruments to provide incentives for
the Principles of Minimum Safe Manning, which
the shipping industry.
would replace the Principles of Safe Manning (resolution A.890(21)).
The
measures
include
guidance
on
the
development of a plan concerning ship energy-
The draft resolution will be submitted to the
efficiency management for new and existing ships.
Maritime Safety Committee for approval at its 88th
This would include best practices for the fuel-
session in December 2010, subject to comments by
efficient operation of ships. The measures also
the sub-committee on safety of navigation at its
include guidelines for voluntary use of the ship
56th session in July 2010.
energy-efficiency operational indicator for new and
The sub-committee also endorsed proposed draft amendments to Solas regulation on the manning of ships, to require administrations to take into account
existing ships, which enables operators to measure the fuel efficiency of a ship. The workshop considered shipping performance
the guidance on minimum safe manning adopted by
indicators
IMO. A footnote referred to the Assembly resolution
performance. The SPI is not intended to be a
on the Principles of Minimum Safe Manning.
diagnostic tool but aims to objectively observe
(SPIs)
to
show
environmental
environmental performance. The key issues are Ships operating in polar waters
our emission performance, our environmental
An IMO correspondence group has formed to further
consciousness and our efficiency.
develop the draft international code of safety for ships operating in polar waters (the Polar Code). This
Conclusion
would cover the full range of matters concerning design, construction, equipment, operation, training,
The above only highlights the main activities
search and rescue, and environmental protection that
that I feel are of interest to our members. There
are relevant to ships operating in the inhospitable
is an immense amount of work that goes on in
waters around the poles. The move to develop a
the background at IFSMA headquarters. For this
mandatory code follows the adoption by the IMO
I must thank the office staff, who tirelessly keep
Assembly in 2009 of guidelines for ships operating
things running smoothly.
in polar waters (resolution A.1024 (26)).
18
Finally I would to thank your Executive Council, the
During discussion on the development of the
members of which have given me their full support
mandatory code several points were of note.
over the last four years. I look forward to working
Overwhelming support exists to develop a risk-
with the newly elected Council in the future.
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
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manning
Time to address the global manning crisis by Captain Ashoke K. Bansal, individual member, India
I
t may be a godsend for many that IMO has
Today’s manning crisis is attributed to a rise in
declared 2010 as the Year of the Seafarer.
tonnage from 85 million tonnes in 1948 to over 700
Those for whom this could be true include
million tonnes today. But tanker fleets of large sizes
shipowners, ship agents, manning agents,
account for 7,276 ships out of a total of some 482
charterers and officials and delegates of many
million tonnes. The cape size fleet alone consists of
governments. The declaration may help them to
791 ships of 136 million tonnes. In 1948 the largest
thump their chests and exchange platitudes in
carriers were Liberty ships, which could carry
seminars, conferences, cocktail parties and dinners.
10,000 tonnes but an average ship then could carry
It is another matter whether the international
only about 6,000 tonnes, which is 50-60 times less
maritime community will take advantage of these
than the size of the VLCC of today. The 7,276 tankers
12 months to look into what seafarers mean to
of today can carry cargoes equivalent to over 90,000
their industry and the world, what is involved in
ships of the 1948 era. Much the same number of
using their professional services with loyalty for the
certified officers and engineers are aboard each of
benefit of international trade and commerce, and
these 7,276 as was the case in 1948. So the increase
what needs to be done to retain these highly trained
of world tonnage cannot be the only factor that has
professionals to benefit the industry.
created such an unusual demand for seafarers.
An adage goes: “What matters is not only to make
On the other hand, with the world’s population
a person perform but also to make them want to
having doubled, the number of young people
perform.” The international maritime community
available for shipping should be twice what it was
should take advantage of 2010 and ask itself what
in 1948. Yet in Poland, for example, not even 1,000
it is doing to make today’s seafarers want to stay
out of the 350,000-500,000 high school graduates of
at sea and want to perform. Other questions are
2007 opted for the merchant navy. This should ring
what is it that they are not doing? Should there be
alarm bells, especially as seafaring is a far more
an investigation into what is happening? What is
lucrative career than others.
remiss and what needs to be done?
20
Many ship managers of today were previously
The latest figures show that the shortage of
seafarers but have forgotten what seafaring was in
certified seafarers amounts to 44,000 and is likely to
their time and they don’t know the realities on the
reach 70,000 by end of this year. This has also to be
ground in 2010. A stark example of the differences
viewed in the light of the fact that more than 50 per
that can exist between seafarers and people in other
cent of serving certified seafarers are over 50 years
professions who hold equally responsible positions
of age. This requires not only short-term measures
is shown by the treatment the master of Prestige
but forward planning too.
received compared with the captain of the BA plane
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
that crash landed at Heathrow airport. Both captains used their training, experience, professionalism and dedication to avert considerably greater disasters. However, adulation went to the aviator, the stigma of blame and prosecution to the unfortunate seafarer! Clipper airline crews work a day less than 8 hours in duration and have no maintenance, management or operational worries. If something on a plane fails to work they fill in the gripe sheet and leave it to the ground crew. They take the ‘Crew-only’ queue to sail through immigration and customs on arrival and rest and sleep in comfortable hotels. On their next assignment they go to an aircraft made ready for them to fly. In comparison ships’ crews stand on day and night watches for days on end, seven days a week. On arrival in port they are investigated, inspected, interrogated and treated as suspects or criminals.
Captain Jasprit Chawla, master of MT Hebei Spirit: “I
After hauling thousands of tonnes of vital materials
don’t want to see a ship again”
across oceans, they still perform managerial, security, legal, commercial, operational, repair and
passing mobile crane barge under tow when that
maintenance tasks, seven days a week, even while
vessel’s tow line parted. This not only damaged
in port, to make the ship ready to sail again.
the superstructure of the VLCC but also punctured
A person ashore who is reasonably well employed
three holes in her hull.
and well qualified works about 230 days of 8 hours’
Some 10,800 tonnes of crude oil leaked out to
length each, five days a week. They get a month
cause much pollution. Later came the discovery
of paid leave plus national and other holidays, not
that the entire towing operation in the harbour
considering casual leave. A seafarer, on the other
was unlicensed and that the tow line was a used
hand, works a minimum of 12 hours, seven days a
runner wire not fit for that kind of operation. The
week! In other words, they work the same number
master injected inert gas into the punctured tanks
of hours in less than five months on board and
to eliminate the possibility of fire or explosion, in
should be entitled to more than 7 months of fully
that way ensuring the safety of the lives on board
paid leave every year! Do today’s shipowners think
his ship. Well accepted principles of international
about this?
maritime law that are fully recognised worldwide
On 7 December 2007 the fully loaded VLCC
hold that an anchored ship that complies with
MT Hebei Spirit was safely anchored off Daesan
all international regulations cannot be blamed
harbor South Korea in the anchorage designated
if a mobile marine craft hits her. International
by the port authority. She was hit by a huge
regulations of 1972 for the prevention of collision at
“…which young man would want to be a seafarer after reading cases such as that of MT Hebei Spirit…”
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
21
manning
sea, ratified by 130 countries including Korea, have
This will attract today’s youth to seafaring with an
equally endorsed and recognised this principle.
eye on further prospects.
But Korea charged both master and chief officer for causing pollution. So what is it that the master did that he should
of this some 70 per cent of shipping-related jobs
not have done, except not to have commanded that
are in shipbuilding, naval architecture, science,
ship into a Korean harbour? And what did he not do
engineering,
that he should have? And why was he made to lose
logistics. Unfortunately industrialists and rule
18 months of his productive life, a time that no one
makers worldwide fail to consider or pay for
can give back to him? And which young man would
seafaring experience in post-sea careers in shore-
want to be a seafarer after reading cases such as that
based industries.
of Prestige and MT Hebei Spirit, which have received worldwide publicity?
electronics,
cargo-handling
and
Long-term planning must take this factor into consideration to create positive awareness of the
Captain Chawla, 39-year-old master of MT Hebei Spirit, said, “I don’t want to see a ship again. If I was
merits of this profession worldwide. Today’s
acute
manning
shortage
means
to return to a navigation bridge, any future decisions
management and manning agents move seafarers
I took would be coloured by this experience instead
from ship to ship, owner to owner and contract
of me ‘just doing what I thought was right’.” He
to contract. They pick up the first seafarer in the
added that before this incident he would have
market and rarely stop to find out whether they
advised anybody, including his own son, to look at
are experienced enough for the job. The story goes
all job options, including a seafaring career. “Now I
that when a master of a ship saw courses laid on
would discourage anyone and everyone, including
the chart by the second officer before sailing out
my son, from seafaring,” he said.
through a traffic separation scheme, he asked the
Until the last quarter of the 20th century most shipowners trained their officers and engineers from
22
Employment related to maritime transport in Europe alone adds up to 1.5 million people. Out
second officer why that was the case. The answer was, “Sir, that is the way we came in.”
tender ages to become masters and chief engineers
Today most masters, watch keeping officers
and employed them permanently. Paid leave was
and engineers are over-worked, fatigued and
the inherent right of every serving seafarer, together
loaded with paper work. This is well accepted and
with provident funds and gratuity. This provided
acknowledged, even by owners when they provide
a sense of belonging and security to seafarers and
instruments like BNWAS on the navigation bridge
their families and created durable loyalties. It also
to keep a duty officer awake and alert about his
made most seafarers serve their full working lives
navigational duties. Therefore when a young
at sea with the same shipowner, from cadet to master
seagoing officer sees an exhausted, worn down,
and from junior to chief engineer. Captain Gaetano
unsmiling senior on board, loaded with work and
Mintauro served his entire life on the ‘Italian line’.
worries, it makes him think, “Do I want such a
He was master of Andrea Doria in 1956 when she
job?” The moment he finds an opportunity or an
sank after colliding with Stockholm. Yet even after
opening ashore he leaves without even waiting
this disaster, he continued sailing as master with the
for a command or the chief engineer’s position.
same company.
That not only creates voids but also makes the
The old adage was, “Fools of the family go out
industry rush inexperienced officers to senior
to sea.” Today advancements in technology and
positions for which they are not ready. This is a
automation mean officers and engineers have more
sure prescription for disaster. Reduced manning,
education, training and learning than previously.
even with automation, cannot be warranted
So young seafarers see no reason to continue to put
beyond a point.
up with insecurity, loneliness, criminalisation and
A senior and highly placed seafarer had this to
ceaseless work, seven days a week in bad living
say on his return from the STW 39 session of IMO in
and working conditions on board. Hence seafaring
early March 2008: “I was witness to hypocrisy at its
today warrants a changeover after 8 to 12 years. This
height. Everyone spoke of fatigue and rest periods
means there is a need to integrate their education
being flouted by ships’ staff. But when it came to
and training for long-term career opportunities after
tackling the issue at its root, namely increasing
their ship-board training, experience and expertise.
safe manning and making mandatory prescriptive
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
criteria, the European states did a double take and
kind of navigation watch or deck duty would they
started speaking of goal-based standards – a jargon
keep without proper sleep or rest? Why wonder that
for keeping safe manning criteria voluntary and
it causes sub-standard performance and accidents?
flexible.” Thus, shipowners themselves engineered
Most paperwork should be done ashore after getting
to abort a proposal about minimum manning on
what is needed from seafarers verbally.
board ships!
Another reason to choose a sea career used to be
There was a time when if the master saw a second
to see the world. Today seafarers get no time to step
officer awake past 7pm while at sea he would insist
ashore in port. Even when visa formalities allow
that they go to sleep to be alert on the 12am-4am
them, there is a fear of being treated like criminals
watch. The officer who was to keep night duty in
when ashore. This prevents them from stepping
port was not expected to go ashore in the afternoon
off their vessels even when they are off duty.
when off duty but to sleep after lunch to enable him
Ships’ crews are not concerned with what foreign
to keep night duty from 6pm. Today paper work,
governments do and think and what their rules and
cargo watches and maintenance work keep seafarers
laws are. Their only concern is, “I had this problem
busy at sea and in port, even when off duty. So what
while my ship was in so-and-so port and I went
The challenge for 2010 is to retain the best professionals not only to perform but to want to perform
I FS M A A nnu a l Rev iew 2 0 0 9 / 1 0
23
manning
ashore but no one helped me.”
a disgruntled or disinterested crew can be a recipe
The top priority among young seafarers is the need for instant communication with their loved
Out of total CO2 emissions of over 27 billion tonnes
ones. This alleviates loneliness. Seafarers know that
in 2005, ships emitted only 843 million tonnes, or 3.1
instant worldwide communications are available
per cent of all emissions worldwide. Yet, fuelled
with ultra-modern equipment on board. But
by the media, the international community blames
most owners do not allow it at a reasonable cost.
ships and seafarers for environmental pollution
This plus better, more comfortable and spacious
today. So why work on ships?
accommodation and recreational facilities need to be
There is a mistaken understanding that a ship is a closed, isolated society remote from the office.
provided but owners fail to do so.
24
for commercial and financial disaster.
Here is what a sailing chief engineer has to say
This creates an ‘us and them’ scenario. Efficiency,
about sailing today: “A few years ago any young
performance and loyalty cannot be bought but
man would say, ‘I came to sea for adventure, to
can be exacted by making seafarers feel that they
see the world!’ Now they might say, ‘I came to sea
belong. Managers cannot delegate success or
because I didn’t have anywhere else to go!’ Have we
failure. A single poorly written email by a manager
really become the bilges of society?”
can do a lot of harm. On the other hand, the
Some 75 per cent of cargo by volume and
effect of a communication of appreciation can
56 per cent by value travels worldwide by sea.
achieve a lot. Also, incorporating crew suggestions
Human traffic between European ports alone
into systems gives ‘ownership’ to the crew and
comes to more than 400 million sea passengers
boosts morale. Owners should realise that ships
yearly. Transport of freight and passengers by sea
are not their greatest assets but the crew are,
generated €24.7 billion (US$30.5 billion) in 2006 in
and their contribution to achieve their objectives
net contribution to the balance of payments of the
cannot be underestimated. That is why shipowners
EU. Such worldwide activity means that cargo and
need to create reciprocal loyalties. Unfortunately,
passenger ships have a direct impact on the quality
barring those few that are intelligent and durable,
of life of citizens all over the world. It also means
shipowners seem to have lost this psyche, which
that only 1.15 million seafarers are serving our
earlier shipowners used to have. Instead what
world community of 6.7 billion humans. Should
one hears today is of the high salaries of seafarers,
we not recognise their vital role in making our lives
which are actually just a fraction of the standing
comfortable in the 21st century?
costs of ships!
Today shipowners seem to pay more attention to
History cannot be reversed. Management agents,
finding the right ships and the right employment
crewing agents, flags of convenience, multinational
for their busy fleets, forgetting that it is not the
crews and all else that the 20th century brought to
ships that are their greatest assets but seafarers who
international shipping will stay with us. But the 21st
man those ships and can make or break an owner,
century world cannot exist without international
regardless of what kind of fine ships it has.
trade and commerce.
On 16 April 2006 the 162,000 tonne tanker M.T.
Regardless of what fine ships we can build with
Eton was bought ex-shipyard for US$90 million.
ultra-modern technology, international cargoes cannot
With interest on investment, depreciation, crew
be carried across continents without professionally
wages, maintenance and administration expenses,
competent and loyal seafarers. It is therefore time
her daily standing cost to owners is US$30,023. She
to come to terms with reality and recognise the part
was time chartered at US$35,000 daily. Shipowners
seafarers play in maintaining and promoting modern
make such investments to make profit, not to lose
international trade and commerce.
the ship and recover the cost from their insurers.
The challenge for 2010 is to retain the best
Regardless of what kind of fine ship she is, her
professionals not only to perform but to want to
commercial success depends on the seafarers on
perform. IMO can only show the way. It is for the
board. No one knows better than her crew how
international maritime community to remove the
to make her and her equipment perform with
blinkers from their eyes and see what needs to be
the utmost efficiency, economy and productivity.
done to retain the best of the seafaring community
If the crew delay M.T. Eton by even one day it
and nurture more to fill to their own advantage the
means a US$35,000 cost for the owner. Therefore
voids already created.
IFS MA Annu a l Rev iew 2 0 0 9 / 1 0
OCEANS BEYOND PIRACY Suppression Through Equipment Articles
The Paradox: Although the ‘intent to commit piracy’ is a crime recognized under the hE ŽŶǀĞŶƟŽŶ ŽŶ ƚŚĞ >Ăǁ ŽĨ ƚŚĞ ^ĞĂ͕ Ă ƉƌŽƐĞĐƵƚĂďůĞ ĚĞĮŶŝƟŽŶ ŽĨ ŝŶtent ŝƐ EKd ŝŶ ƚŚĞ ŽŶǀĞŶƟŽŶ ĂŶĚ ŚĂƐ ŶĞǀĞƌ ďĞĞŶ ĨŽƌŵĂůůLJ ĞdžƉƌĞƐƐĞĚ͘ The Result: dŽĚĂLJ͛Ɛ ŝŶĞīĞĐƟǀĞ ͚ ĂƚĐŚ ĂŶĚ ZĞůĞĂƐĞ WŽůŝĐLJ͕͛ ĞŵďŽůĚĞŶĞĚ ƉŝƌĂƚĞƐ͕ ĂŶĚ ĐŽŶƟŶƵŽƵƐůLJ ƌŝƐŝŶŐ ĚĂŶŐĞƌ ĂŶĚ ĐŽƐƚƐ ƚŽ ŵĂƌŝƟŵĞ ƉĞƌƐŽŶŶĞů ĂŶĚ ƚŚĞ ŝŶĚƵƐƚƌLJ͘ dŚĞ ^ŽůƵƟŽŶ͗ ĞĮŶĞ ‘intent to commit piracy’ ƵƐŝŶŐ ƋƵŝƉŵĞŶƚ ƌƟĐůĞƐ ůŝŬĞ ƚŚŽƐĞ ƵƐĞĚ ƚŽ ƐƵƉƉƌĞƐƐ ƚŚĞ ƐůĂǀĞ ƚƌĂĚĞ͘
OCEANS BEYOND PIRACY, ƚŚĞ ŇĂŐƐŚŝƉ ƉƌŽũĞĐƚ ŽĨ ƚŚĞ KŶĞ ĂƌƚŚ &ƵƚƵƌĞ &ŽƵŶĚĂƟŽŶ͕ ŝƐ Ăƚ ƚŚĞ ĨŽƌĞĨƌŽŶƚ ŽĨ Ă ŐůŽďĂů ĐĂŵƉĂŝŐŶ ƚŽ ĚĞǀĞůŽƉ Ă ĚĞĮŶŝƟŽŶ ŽĨ ŝŶƚĞŶƚ ƚŽ ĐŽŵŵŝƚ ƉŝƌĂĐLJ ďĂƐĞĚ ŽŶ ƋƵŝƉŵĞŶƚ ƌƟĐůĞƐ͘ dŚĞ ŵŽĚĞů ƚĂŬĞƐ ŝŶƐƉŝƌĂƟŽŶ ŝŶ ƚŚĞ ĞīĞĐƟǀĞ ϭϵƚŚ ĐĞŶƚƵƌLJ ƐƵƉƉƌĞƐƐŝŽŶ ŽĨ ƚŚĞ ƐůĂǀĞ ƚƌĂĚĞ ǁŚŝĐŚ ƌĞůŝĞĚ ŽŶ ůĂǁƐ ƚŚĂƚ ŵĂĚĞ ƚŚĞ ƉƌĞƐĞŶĐĞ ŽĨ ƐůĂǀĞƌLJ ĞƋƵŝƉŵĞŶƚ ͶůĞŐ ŝƌŽŶƐ͕ ƐŚĂĐŬůĞƐ͕ ĞdžĐĞƐƐŝǀĞ ĂŵŽƵŶƚƐ ŽĨ ǁĂƚĞƌͶ ƐƵĸĐŝĞŶƚ ƉƌŽŽĨ ƚŚĂƚ ƚŚĞ ƐŚŝƉ ĂŶĚ ŝƚƐ ĐƌĞǁ ŚĂĚ ƚŚĞ ŝŶƚĞŶƚ ƚŽ ĐŽŵŵŝƚ ƚŚĞ ĐƌŝŵĞ ŽĨ ƐůĂǀĞƌLJ͕ ĂŶĚ ƚŚĞƌĞĨŽƌĞ ŵĂĚĞ ƉƌŽƐĞĐƵƟŽŶ ƉŽƐƐŝďůĞ͘ dŚŝƐ ƉƌĞĐĞĚĞŶƚ ĐĂŶ ďĞ ĞīĞĐƟǀĞůLJ ƵƐĞĚ ŝŶ ƐƵƉƉƌĞƐƐŝŶŐ ƉŝƌĂĐLJ ďLJ ĚĞƚĞƌŵŝŶŝŶŐ ƐƚƌĂƚĞŐŝĐ ĂƌĞĂƐ ŽĨ ƚŚĞ ŽĐĞĂŶƐ ǁŚĞƌĞŝŶ ƚŚĞ ƉƌĞƐĞŶĐĞ ŽĨ ĐĞƌƚĂŝŶ ĞƋƵŝƉŵĞŶƚ ͶƐƵĐŚ ĂƐ ŐƌĂƉƉůŝŶŐ ŚŽŽŬƐ͕ ďŽĂƌĚŝŶŐ ůĂĚĚĞƌƐ͕ ĞdžĐĞƐƐŝǀĞ ŵŽƚŽƌ ƉŽǁĞƌ͕ ŚĞĂǀLJ ǁĞĂƉŽŶƐͶ ƐŚĂůů ďĞ ĐŽŶƐŝĚĞƌĞĚ prima facie ĞǀŝĚĞŶĐĞ ƚŚĂƚ Ă ǀĞƐƐĞů ŝŶƚĞŶĚƐ ƚŽ ĐŽŵŵŝƚ ƉŝƌĂĐLJ͕ ƌĞĚƵĐŝŶŐ ƚŚĞ ƉƌŽƐĞĐƵƚŽƌŝĂů ďƵƌĚĞŶ ĨŽƌ Ă ĐŽŶǀŝĐƟŽŶ͘ OCEANS BEYOND PIRACY ŝƐ ůŽŽŬŝŶŐ ĨŽƌ ƉĂƌƚŶĞƌƐ ŝŶ ƚŚĞ ŵĂƌŝƟŵĞ ŝŶĚƵƐƚƌLJ ƚŽ ƉĂƌƟĐŝƉĂƚĞ ŝŶ Ă WŝƌĂĐLJ ^ƵƉƉƌĞƐƐŝŽŶ tŽƌŬŝŶŐ 'ƌŽƵƉ͕ ĂŶĚ ƚŽ ŚĞůƉ ŝŶŝƟĂƚĞ ĚŝĂůŽŐƵĞ ŽŶ ƚŚŝƐ ŵŽĚĞů ǁŝƚŚ ƉŽůŝĐLJ ŵĂŬĞƌƐ ŝŶ ŶĂƟŽŶƐ ĂĐƌŽƐƐ ƚŚĞ ǁŽƌůĚ͘
one earth FUTURE
dŽ ůĞĂƌŶ ŚŽǁ LJŽƵƌ ŽƌŐĂŶŝnjĂƟŽŶ ĐĂŶ ƉĂƌƟĐŝƉĂƚĞ͕ ĐŽŶƚĂĐƚ͗ ONE EARTH FUTURE FOUNDATION dĞů͗ нϭ ϯϬϯ ϱϯϯ ϭϳϭϱ ŵĂŝů͗ ŵĂƌŝƟŵĞƉŝƌĂĐLJΛŽŶĞĞĂƌƚŚĨƵƚƵƌĞ͘ŽƌŐ tĞď͗ ǁǁǁ͘ŽŶĞĞĂƌƚŚĨƵƚƵƌĞ͘ŽƌŐ ĚĚƌĞƐƐ͗ ϭϰϱϬ /ŶĮŶŝƚĞ ƌŝǀĞ͕ ^ƵŝƚĞ ϭ >ŽƵŝƐǀŝůůĞ͕ K ϴϬϬϮϳ ͻ h^
Peace Through Governance
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