Seaways - May 2011

celebrating 40 years

1971

- 20

11

May 2011

Annual report

Enclosed space rescue

Lifeboat safety

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1Seaways May 2011

FOCUS

Features

process we have set up is extensive andcomplex to ensure that it covers all areasof the IMO work. It has taken some timeto make best use of it and, as importantly,to provide feedback to the membership onIMO debates and decisions but regularreports are now being published inSeaways (see pp 22-23). In addition tothese short summaries, substantivearticles cover the major issues beingaddressed particularly actively by theInstitute. Two such subjects are the longrunning safety concerns surroundinglifeboat on-load release hooks andenclosed spaces (see pp 24-25 and pp 26-29). Progress has been made on lifeboatshooks after extensive work by theIndustry Lifeboat Group (ILG) and toughdebates at the IMO. The key requirementfor enclosed spaces is to increase theawareness of their dangers and ensurethat appropriate training and safetyequipment is in place to prevent deathsand injuries. However, when accidents dooccur it is equally important that therescue techniques and equipment arefully understood and practised.

So what makes a good year for theInstitute? It is important to be a soundbusiness financially. That means notmaking a loss. To ensure that theInstitute has the resources to addressthe professional needs of the future, it isfar better to generate a surplus acrossthe range of activities to improve our

A good year

Much of this month’s issue isdevoted, as usual, to theAnnual Report of yourCouncil on the activities of

the Institute (see pp 4-11) and the auditedaccounts (see pp 12-14). As a charity, this isa legal requirement but, even moreimportant, it is an essential part of theprocess of keeping the membershipinformed. The Institute has a very broadrange of members working in manydifferent sectors of the maritime world andyet bound by their common interest in thecontrol of sea-going ships and their safety.The subjects that our members write aboutin Seaways and in the books we publish areequally diverse but again have a commonover-arching theme as they seek to educatemaritime professionals and improve thesafety and efficiency of operations. The aimis to develop and share best practicewhether this is for current operations orlooking ahead to the needs of the future.

The Annual Report seeks to providean insight into the scope of this work andthe positive outcomes it has achieved.While we certainly had a very good yearfinancially, in what were still volatile anddifficult trading conditions for manymarkets in the maritime world, the reallyimportant outcomes are where we havemade a difference. Our input to the IMO is part of this process and ourrepresentative role there has developedwell over the year. The consultation

MARS 17-20

Letters 30

Nautelex 31

Conferences 32

NI Log 33-34

People 35-36

� Cover: Enclosed spaces such as chain lockersand cargo tanks pose considerable difficulties forrescue teams. See feature, pp 26-29. Cover picture: © Fotolia

Lifeboat safety 24-25IMO report 22-23

Rescue from enclosed spaces 26-29

services and begin new initiatives.Taking decisions for the future health ofthe Institute is also a mark of a goodyear. 2010 was such a year with keydecisions taken on the membership, newprojects, future staffing, and webservices amongst others. We can lookahead with confidence and situationalawareness.

Claire WalshThe retirement of Claire as editor ofSeaways is covered in the AnnualReport and her successor, Lucy Budd, isannounced in People (p 35). TheInstitute is fortunate indeed to have hadthe dedication and expertise of Claire forthe past 16 years during which she hasworked with and guided hundreds ofcontributors to ensure that the journalbecame the highly respected and usefulpublication that it is today. Many willknow that she has worked all hours andat weekends, despite being ourfreelance, part time editor, as themonthly schedule is unremitting anddeadlines must be and always were metregardless of many personal challengesalong the way. The Institute will bemaking an appropriate presentation toClaire to mark her retirement and if anymembers wish to contribute to it theyshould send their donation to the ChiefExecutive – made payable to TheNautical Institute.

Captain’s column 3Annual report 4-11Financial statements 12-14Councilmembers 15-16AGM 21

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2 Seaways May 2011

SEAWAYSThe International Journal of The Nautical InstituteISSN 01 44 1019

celebrating 40 years

1971

- 20

11

EditorLucy Budd BA (Hons)email: [email protected]

Nautical Institute Chief ExecutivePhilip Wake MSc, FNIemail: [email protected]

The Nautical InstitutePresidentCaptain J A Robinson DSM, FNI,Irish Navy (Retd)Vice PresidentsCaptain M K Barritt MA, FNI, RNCaptain A R Brink FNIMr P Hinchcliffe OBE, FNICaptain S Krishnamurthi FNICaptain R J McCabe FNICaptain S Tuck FNIHon. TreasurerCaptain R B Middleton FNI

All enquiries regarding membership,Seaways editorial and subscriptionsshould be made to:The Nautical Institute202 Lambeth RoadLondon SE1 7LQTel: +44 (0)20 7928 1351Fax:+44 (0)20 7401 2817Website: www.nautinst.orgPublications sales email:[email protected] enquiries email:[email protected] Certification & Training email:[email protected]

Advertising manager:Tony Stein, 12 Braehead, Bo’ness,West Lothian EH51 0BZ, Scotland;Tel +44 (0)1506 828800; Fax +44 (0)1506 828085; email [email protected]

Advertise in SeawaysSeaways reaches more than 7,500 qualified mariners, with a pass-onreadership in excess of 22,000, in more than 110 countries, through the uniqueNautical Institute network.

Seaways’ editorial provides a leading-edge forum for issues of vital concern forthese professionals.

Seaways’ readers are active, qualified seafarers with a huge influence onproducts and services that are used on their ships. It is also the idealrecruitment medium for senior appointments.

Contact: Tony Stein: tel: +44 (0)1506 828800 fax: +44 (0)1506 828085 email: [email protected]

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Seaways May 2011 3

Preventing spills in portCAPTAIN’S COLUMN

Captain RavindraVarma MSc, MNI

Additionally, it should consider thecondition of the hoses, existing and finalbunker tank levels, list, trim and draught.Finally, it has been found that mostoverflows are caused by human error.Contributing factors include fatigue and itscascading effects of inattention, negligence,omissions and lack of ability toconcentrate. This is a real human errorrisk beyond the control of the individualinvolved, and must be taken into accountwhen planning the transfer.

The following questions should indicatethe safety measures to be taken:� What can go wrong?� Which of the following factors can causeit to go wrong: (a) Prevailing environ-mental conditions (b) Ship’s condition,barge condition and equipment (c) Humanconditions both on the vessel and thebunker barge?� What should be done to prevent it fromgoing wrong?

Best Management PracticesIn order to overcome human unreliabilityand minimise risks in bunkeringoperations, a three stage loading methodwith the use of visual placards isrecommended. In the first stage, up to fourbunker tanks are loaded to up to 75 percent of the total capacity of each tank atfull load rate. In the second stage, twotanks at a time are loaded to up to 90 percent of capacity at a slower rate. In thefinal stage, one tank at a time is topped off

Of late there have been several incidents ofoil spills occurring during the bunkering ofships at anchorages. These incidents havetaken place in spite of the companyprocedures made under the ISM Code thatare commonly found in most ships. So whydo these incidents occur repeatedly? Isthere a way to control the risks involved?

The bunker spill from the DubaiStar in the San Francisco bayarea means that local regulatorsare looking for solutions to the

numerous small spills that take place due tothe overflow of bunker tanks at anchorage.They are recommending placing boomsaround the vessel at anchorages. This isoften impossible because of the high velocityof currents in the area. In any case, placingoil spill booms is a question of emergencypreparedness and not a prevention method.

I suggest adopting an approach thataddresses issues of human error and risk,rather than preventing spills spreadingafter the fact. The answer lies inconducting a simple job risk assessment ata pre-transfer meeting with the deck officerof the watch, engine room officers and thebunker barge Master. This meeting shouldtake into account the prevailing conditions,including weather, current, wind andmarine traffic near the anchorage.

at a very slow rate. This system takes intoaccount human limitations as the risk ofoverflow increases.

Another frequent cause of spills – alsoattributable to human error – is that bunkerbarges might not stop pumping when askedto do so by the ship via UHF/VHF handsets.Orders might be missed due to high noiselevels, often accompanied by vibrationsfrom the bunker barge deck when a pump isrunning. The use of ear protectors, whilerequired for personal protection, impairseffective communication.

These issues can be managed in manydifferent ways. Recommended practicesinclude:� Daytime: Use of large placards withwords ‘Standby’; ‘Start pumping’; ‘Stoppumping’; ‘Reduce loading rate’ and‘Increase loading rate’. These placardsshould be used in addition to voicecommunication.� Night time: Use red, green and blueflashlights with codes as above. The codesmust be discussed in the pre-transferexchange of information. � Headsets: Some barges carry built inheadsets in helmets, connected toVHF/UHF sets that cancel the ambientnoise on barges.

An effective risk assessment meetingconducted before the bunker transferbegins with all the parties involved is themost reliable control measure for reducingthe risk of human errors.� The author welcomes comments [email protected]

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Seaways May 20114

Objectives and activities

This report provides a resumé ofmuch of the work of the Instituteduring the year although spacedoes not permit it to be

comprehensive. Council is grateful to themany members and the staff whosededication and professionalism haveachieved so much. While not all of thedeliverables set out in the Strategic Planhave been achieved, the on-going issues tobe addressed are largely industry-wideproblems that require cooperative effortwith many other organisations to achievethe envisaged change. This work willcontinue and wherever possible theInstitute will take a lead in it.

The pace of technological developmentin the industry is unremitting and theInstitute must look ahead to anticipate the

changes to work practices and trainingrequirements resulting from suchdevelopments. Devising and promulgatingbest practice in this rapidly changingworld to ensure the improvement of safetyin shipping operations and the protectionof the marine environment is a service tothe maritime industry and general publicworldwide, not only to our members.

IMO RepresentationCouncil’s IMO Committee oversees thework processes and Institute submissionsto the IMO to ensure that they representthe members’ views and Institute policy.Consultation with the membership isorganised through the Sea-GoingCorrespondence Group, IMO advisorygroups, the branches and website forums.Position or information papers submitted

to the IMO have to be approved by the IMOcommittee, although our delegates, underthe direction of the Head of Delegation,must be trusted to make appropriateverbal interventions as the debatedevelops. This work is governed by a set ofguiding principles, so avoiding personalprejudices and ensuring a professionalstandpoint is taken. A work matrix in linewith the new Strategic Plan is beingdeveloped covering specific IMO agendaitems, committees and sub-committees,and this will be updated as necessary.

The Institute has attended all IMOcommittee and sub-committee meetings,with one minor exception, a total of 16meetings plus two diplomatic conferences,two intersessional working groups and twocorrespondence groups. Volunteerdelegates attended five meetings duringthis busy year:� STW – Captain Sarabjit Butalia MNIfrom India;� BLG – Captain Stephen Gyi MNI fromthe UK;� Legal – Captain François LaffoucriereAFNI from France;� Maritime Safety Committee – CaptainRobert Kieran FNI from Ireland;� Safety of Navigation – Captain KevinCoulombe MNI of the USA.

Two other meetings would have beenattended by volunteers but their workcommitments precluded this at the last

Annual Report 2010 THE NAUTICAL INSTITUTE

The final year of the Strategic Plan 2006-2010 saw furtherstrides in achieving its aims and objectives. Key amongstthem was addressing the structure and criteria ofmembership, as the existing system was considered to becreating more barriers to entry and advancement within theInstitute than encouragement for professional development.An extensive consultation of members was undertakenthrough Seaways’ articles and at meetings around thebranch network. The Membership Committee also considereda number of options using case studies of various members,their qualifications and experience. The outcome, approvedby Council and unanimously at the AGM, was a fundamentalrevision of the membership grades and criteria to presentthe Institute as the representative body for all maritimeprofessionals involved in the control of sea-going ships. It is pleasing to note that personnel in sectors previouslyresistant to membership, such as offshore and coastal aswell as younger officers, are now joining in increasingnumbers, while the existing membership, with very fewexceptions, has accepted the changes as essential to thefuture of the Institute.

Seaways is posted to all Institute members. The subscription rate to others is £75 pa.

Opinions expressed in articles and lettersare those of the authors only.

The Nautical Institute is a company limitedby guarantee No. 2570030 and a registeredcharity in the UK No 1004265.

© 2011 The Nautical Institute ISSN 0144-1019.Printed in England by O’SullivanCommunications, Southall.Typeset by Tradeset Ltd, Eastcote, Pinner

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Seaways May 2011 5

interested in the complete volumes.Initially there will be new editions of AstroNavigation and Admiralty Manual ofSeamanship.� Marketing. In the same way that thebooks have been redesigned, marketingmaterial is being updated. The main flyerfor membership was the first to have thenew look and a range of leaflets have beenproduced for new books and the DynamicPositioning (DP) Scheme.

The Institute had a stand at the 2010Posidonia Exhibition in Athens. Some3,000 people visited, expressing an interestin membership, publications and the workof the Institute generally. It was a busyweek, raising the profile of the Institute inan important market. The Institute wasalso represented at several other industryconferences and events throughout theyear, resulting in book sales and newmembership applications.

An eNewsletter has been started toimprove our communication with membersand to keep people up-to-date on matterswhich might not be headlined in Seaways.A lot of work is going into updating andredesigning the website to ensure that itwill be easier to use and of real value tomembers as well as potential members.The Facebook group has more thandoubled in size in the past year to over800; the LinkedIn professional networkgroup continues to develop strongly withmany useful discussion streams; and aYouTube channel is under development. Italready features the Alert! Vodcasts andmore material will be added whenavailable.� Seaways. Very sadly our long-servingEditor, Claire Walsh who was deservedlyelected as a Fellow in December, hasdecided to retire. Claire has been at thehelm of this premier journal for 16 yearsand has developed it into one of the mostrespected industry publications in theworld. It speaks with authority on a broadrange of subjects in the shipping industry,naturally including safety and professional

Annual Reportmoment. Other Institute staff attendedmeetings as necessary in their areas ofexpertise. Captain Harry Gale FNI wasinvolved in work on lifeboat release hooks,entry into enclosed spaces and portreception facilities, and David PatraikoFNI continues to be the driving force on e-navigation. Much of this work is reportedin Seaways and regular features areplanned in the future to keep themembership informed and involved.

PublishingPublishing had a very good year in 2010with several new books launched. Effortscontinued to be aimed at improving cashflow and increasing sales and these weresuccessful, even though trading conditionscontinued to be difficult in the recession.Marketing and communications efforts,coordinated by Faye Turner, havecontributed to the upward trend.Strengthening ties with booksellers forsales to companies and traininginstitutions continues to be a priority, asour books are designated as set works fortheir ships and training courses, sogenerating bulk sales. Book launches nowinclude relevant seminars or workshops,with attendance at these eventsincreasing. Publications will continue tosupport the aims and objectives of the newStrategic Plan and this is being examinedto produce a detailed future plan of work.� Books published in 2010: ECDIS andPositioning, Volume 2 of the IntegratedBridge Systems series by Dr Andy NorrisFNI, was published early in the year. Saleshave been encouraging as severalcompanies are ordering the book in orderto train their own crews. This will be apush for the future, with many shipownersrefusing to consider the topic until thedeadline for ECDIS installation on theirvessels draws near. Bulk CarrierPractice, 2nd Edition by Captain JackIsbester FNI, was launched to coincidewith the Marine Safety Committeedeliberations at IMO. This long awaited

edition of an industry standard was verywell received and sales are strong. The UKP&I Club has had a batch printed with itslogo for distribution to its members, andsimilar relationships are being sought withother organisations. In a similar vein, ahandbook to complement The Mariner’sRole in Collecting Evidence, anotherindustry standard, was published jointlywith the North P&I Club and launched atthe North East England Branch ‘Marinerand Maritime Law’ seminar in November.The handbook is sold as a package withthe Mariner’s Role in CollectingEvidence book. The SimulatorInstructor’s Manual by Jillian Carson-Jackson MNI was published towards theend of the year. There is a great deal ofinterest in this topic and we expect this tobe the start of a series. The DP Operator’sHandbook was revised and relaunched ina new design which has been verysuccessful with customers.� Work in progress. Much of the effort inthe coming two or three years will be tomake sure that the Institute’s titles remaincurrent. There are many existing authorswho are busy bringing their works up todate. These will come through forpublishing from 2011. Current projectsinclude: working with the InternationalSalvage Union on a handbook to provideguidelines for the management ofcasualties; Steven Jones MNI is working ona new edition of Maritime Security and apackage of products to complement it;Captain Duke Snider FNI continues towork on Polar Ice Navigation; CaptainAndré le Goubin FNI on Mentoring at Sea;and Captain Paul Drouin AFNI on his bookcovering lessons to be learned forshipboard safety from accidentinvestigations. Drills on Ships is anothernew book planned on how to make theseessential tasks interesting. The RoyalNavy is renewing its contract and hasagreed to the printing of extracts. Thesewill be the basis of several new booksaimed at customers who would not be

� The Nautical Insitute delegation has played an active role indiscussions at the IMO

� Bulk Carrier Practicewas reissued in a newedition

� Launching The Mariner’s Role in CollectingEvidence Handbook


Annual Report

Seaways May 20116

development. Claire has established anenviable working relationship and mutualrespect with many members and othersover the years. Council, and undoubtedlythe whole membership and staff, wishClaire a well deserved retirement duringwhich it is hoped that she will keep intouch with her many friends in theInstitute. We are lucky to have secured theservices of Lucy Budd who has worked forThe Baltic and other maritime industrymagazines. She is working with Claire totake over the management of the Journalin May 2011 and is employed full time atthe Institute HQ with the intention ofdeveloping additional periodical titles indue course as envisaged in the StrategicPlan.

Professional Development The Professional Development (PD)Committee continues to develop thefunctionality of the Institute’s ContinuingProfessional Development (CPD) webportal. The Nautical Institute defines CPDas ‘the systematic maintenance,improvement and broadening of knowledgeand skills, and the development ofpersonal qualities necessary for executionof professional and technical dutiesthroughout the individual’s working life, atsea and ashore’. Council has mandatedthat the PD Committee formulate a formalapproach that will support members toexplore through-life career opportunities,identify training options, and documenttheir personal progress and achievements.

The CPD portal is in the members’ areaof the Institute’s website and is accessibleusing a valid surname and membershipnumber. CPD activities are arranged inannual cycles, and members areencouraged to identify their targets foreach year and document their progress. Atthis time documentation of such activitiesis purely on a voluntary basis, and ratherthan collecting CPD Points as is requiredby some professional bodies, the Institutehas adopted the practice of reflection.

Members are encouraged to not onlydocument what they have done, such asattending short courses, lectures,professional reading, etc, but then to entertext into their accounts to reflect on thevalue and benefit of such activities fortheir professional development.

It is hoped that the CPD portal will be aone stop shop for managing our members’career planning and professionaldevelopment. It currently has thecapability to record past and futureactivities, automatically build a CV andprint reports that can be presented toemployers. Flag administrations andemployers are also encouraged to requestCPD records as evidence of theseactivities. Populating the Institute’s CPDportal with job descriptions and learningopportunities is a long term activity. Anymembers wishing to assist the PDCommittee in their work should approachthe NIHQ staff.

Accreditation ServicesThe respect in which the Institute is heldand our high standards for specialisedtraining continue to drive demand for our accreditation services. Furtherdevelopment of these services is envisagedunder the new Strategic Plan. It isimportant that existing standards are keptup to date to meet the industry’s needs.The Council compliments both the DynamicPositioning (DP) Training Executive Group(DPTEG) with its Regional TrainingProvider groups (RTPs) and the leadaccreditors for oil spill response trainingon their work in this area.

The inclusion of DP training in therecommended Part B of the STCW Codeunder the 2010 Manila Amendments meansthat some flag states may wish toauthorise this training. The Institute looksforward to working with them to ensurethat the lessons learned over the years inrunning the industry scheme are fullyapplied with no fall in standards.

The increase in numbers of DP training

centres worldwide continued, with ninenew centres receiving accreditation inaddition to six re-accreditations and onesea time reduction training scheme. Fivecentres lost their accredited status, so thatthere were 62 approved training providersin this specialisation at year end (a 22 percent increase) with more applying for thefuture. A total of 2,920 DP Certificateswere issued during 2010, providing a heavyworkload for the Institute’s services staffwhich they continue to tackle cheerfully.

An online application system wasimplemented at year end to improve theefficiency and timeliness of the certifica-tion process, and an online compulsoryassessment for the basic/induction courseis also being developed.

In Oil Spill Response training therewere two new accreditations during 2010(in Greece and Abu Dhabi) plus three re-accreditations (UK and Turkey). Theinternationalisation of this accreditationservice is gathering pace and 2011promises to be a busy year with five newaccreditations in Singapore, Australia,Indonesia and Malta.

Other subject areas accredited by theInstitute are Leadership and Management(now to be included under the mandatoryPart A of the STCW Code by the ManilaAmendments), Offshore Ballast Controland Ship’s Visitor.

Open Learning SchemesThe Institute continues to offer trainingschemes to prepare professionals for theirroles in command, as harbourmaster, or insquare rig sailing. The demand for andcontent of each scheme is kept underreview by the examiners, staff and PDCommittee.

The harbourmaster examiner, CaptainMike Wier FNI, retired in 2010 after aperiod of ten years and we thank him forthis valuable contribution to the Institute.The new examiner is Captain Martin

� Some 3,000 people visited the NI standat Posidonia

� Claire Walsh is appointed FNI � Seaways has thrivedunder Claire’s editorship

� The CPD portal allows members to developtheir career prospects


7

Annual Report

Seaways May 2011

Donnelly MNI, harbourmaster of DroghedaPort in Ireland.

The Institute publication The Work ofthe Harbourmaster is currently beingreviewed and updated, so it is timely toreview the scheme with regard to bothsyllabus and pricing. An international e-working group is being set up toprogress this work in parallel to therevision of the book.

A review team has also been set up forthe two square rig seamanship books andcertification scheme. There is very activeinterest in the scheme in Australia andNew Zealand where at least 12 candidatesare being prepared. There is also scope torevive interest in the qualification in theUK and Europe and in other countriesdeveloping their sail training sector. Thekey to this is ensuring the scheme isproperly resourced and that its entry leveland syllabus meet the industry’s needsinternationally.

There continues to be substantial take-up of the command training scheme byship management companies, many ofwhich use the scheme as part of theirinternal assessment procedures ratherthan requiring their officers to submit theirwork to the Institute’s examiner, CaptainPeter Boyle FNI. Two companies do,however, utilise the full, high standardservice and there are currently sixteen on-going candidates. Depending on thetrade and the business of the ship, inaddition to time in the company’s office, itcan take up to 18 months to complete thescheme – longer in the case of thosereferred for further work on one or moreparts by the examiner.

Projects & Technical IssuesThe Technical Committee oversees a verywide range of work by the Institute,including its publishing activities, inter-relationship with professionaldevelopment, representation at the IMO,and its work with other industry bodies.Key elements of this work include:

� ECDIS. The Institute recognises thepotential benefits of ECDIS but is aware ofa growing number of incidents andaccidents attributed either to ECDIS or touse of unapproved chart systems whichaccount for the majority of electronic chartinstallations on SOLAS ships. In eithercase, training seems to be the root cause ofthe problems. It may be that many shipoperators feel that moving from paper toelectronic navigation is a nominal step.The Institute is convinced that the move tousing ECDIS, particularly as the primarysystem without paper charts, isrevolutionary due to the use of automaticelectronic positioning functions, and istherefore changing the fundamentalprocess of navigation.

The Institute has produced a number ofpublications to document these changesand to improve the underlying knowledgeof electronic charts and positioningsystems. A wide range of articles inSeaways has covered many operationalaspects of ECDIS. The branches have alsoplayed their part in this process, whilestaff or other members have spoken atmany industry events on the subject.Promoting the need for both generic andtype-specific training will continue to be animportant task for the Institute.� e-Navigation. e-Navigation is a majorIMO initiative to harmonise the collection,integration, exchange, presentation andanalysis of marine information onboardand ashore by electronic means to enhanceberth to berth navigation and relatedservices for safety and security at sea andprotection of the marine environment. Therationale for this work programme is thatif left unchecked, current systems maybecome increasingly complex, difficult touse and lead to inefficiencies andaccidents. Your Council has mandated thatthe Institute should take a leading role inthis work due to its potential impact on ourmembers. The Institute has thereforeactively contributed to the IMO e-Navigation Correspondence Group and to

all the IMO Working Groups. It also chairs the IALA e-Navigation Ship/ShoreOperations Working Group, participates in many international events and works closely with members individually,through the branches and Sea-GoingCorrespondence Group (SGCG). TheInstitute has been instrumental in raisingissues such as alarm management,reliability, ergonomics, and standardiseduser interfaces (S-Mode) to the top of theagenda, and will continue to campaign formore efficient ship/shore communication.Council would like to thank all thoseindividuals and organisations who havesupported this effort, contributed feedbackand arranged for staff to visit a wide rangeof ships.

The Institute has also become involvedin the European Union’s closely associatede-Maritime initiative, which aims to fosterthe use of advanced informationtechnologies for working and doingbusiness in the maritime transport sector,and which is targeted to become an EUdirective.� Human Element. The Institutecontinues to champion all aspects of thehuman element, whether it pertains toequipment design, technology, training oreven regulations. A key tool for this workis the Alert! Human Element project,funded by The Lloyd’s RegisterEducational Trust for which Council ismost grateful. The Alert! project producesthree bulletins a year exploring all aspectsof the human element in shipping withcontributions from industry leaders andexperts from around the world, edited byCommodore David Squire CBE, FNI. All bulletins, articles and graphics arefreely available on the Alert! website,www.he-alert.org.

This year also saw the launch of anexciting new human element tool calledAlert! vodcasts (video podcasts). Vodcastsare short high quality video clips abouthuman element issues that can be viewedonline, shared via most networks,

� Accreditation services continue to expand � ECDIS developmentand training is a majorconcern

� The Alert! project produces three bulletinsa year

� Vodcasts are a key toolfor the NI’s human elementwork


Annual Report

Seaways May 20118

downloaded to portable devices such assmart phones, and are specificallydesigned to be embedded in maritimelecturer’s PowerPoint presentations. Eachvodcast corresponds to one of the first 21Alert! Bulletins, each of which covers asingle issue such as ergonomics, quality,design, etc. It is hoped that these vodcastswill help raise the awareness andunderstanding of how the human elementapplies to ships, for the estimated 500,000maritime students around the world and inall disciplines, many of whom may spendtheir life in the shipping industry but neverwork on a ship. Council is delighted thatthis project has been short-listed for theprestigious Seatrade Award in the‘Investing in People’ category. � Environment. The Institute has workedclosely with a host of other organisationsthis year, such as the IMO, InternationalChamber of Shipping (ICS), GlobalMET,and the World Ocean Council on a range ofenvironmental issues. First and foremostis raising the awareness of our membersand others of the complex impact ourindustry has on the environment and our roles as maritime professionals.Furthermore, work continues on improvingwaste reception facilities ashore, providingoperational guidance on fuel oil andemissions management, and monitoringthe impact of the impending ballast waterconvention. � Lifeboat Safety. This is a long standingcampaign for the Institute, with manyarticles in Seaways over the years to raiseawareness of the issues. Activemembership of the Industry LifeboatGroup (ILG) has helped to producesubmissions to the IMO for approvedguidance for the evaluation andreplacement of lifeboat on-load releasemechanisms. It is anticipated that oncethis document has been approved andadopted by flag administrations, thecurrent problems with on-load releasehooks that have killed and injured so manymariners can begin to be addressed.

� Enclosed Space Hazards. A markedimprovement in the general understandingof the risks of enclosed spaces is evidentdue to campaigns from insurers, flagadministrations, inspection regimes, andthe better application of the ISM Code, butdeaths still occur. Is the problem withtraining, procedures, operations, design,complacency – or perhaps all of these? Areships properly equipped to test forhazardous environments, and to cope withincidents if they do happen? These are allissues under discussion throughout theInstitute. Feedback is being gathered on aproposal to the IMO which would mandateenclosed space drills along the lines of theexisting requirement for lifeboat and firedrills. The Institute asks whether this willimprove safety by enforced repetition, orwhether such drills will be just anotherburden with crews paying lip service to thedrills rather than embracing a true safetyculture. � GMDSS Scoping Exercise. TheGMDSS was designed over 25 years agoand there has not been a full review sinceit was implemented in 1999, yet technologyhas developed significantly in that time.The current system is relatively sound, butit is known that there are areas whereimprovement could be brought about.

The first phase of the exercise isdirected towards establishing the need forreview of the GMDSS and defining whatissues should be included. The Institute asan NGO was invited by the IMO to submitproposals to the Sub-committee onCommunications, Search and Rescue(COMSAR) which focuses on specific issuesof how well the GMDSS performs andwhether there are deficiencies. Based onmember feedback, this work will continuethroughout this important IMO task. � Simulation Training. The Institute is apartner in a two year EC funded projectentitled ‘TeamSafety’ to design a 3Dvirtual and interactive team trainingsoftware platform to serve seafarers’safety training needs and to meet

increasingly demanding safetyrequirements. The prototype to bedelivered will be a distributed, scalable,collaborative interactive simulationenvironment. The proposed system willavoid the simulation paradigm where thetrainee selects one of a number of pre-setdrill oriented situations. The Institute’srole is to establish the ‘proof of concept’ sothe project work will support theInstitute’s ongoing efforts for theunderstanding of and best practice in theuse of all types of simulation to improvethe effectiveness of maritime educationand training. Developments within thisproject will be reported on the projectwebsite www.team-safety.eu.� MARS. A total of 68 Mariners’ Alerting& Reporting Scheme (MARS) reports werepublished in 2010, providing a satisfactorymix of incidents and operations.Improvements have been made to theMARS website to ensure universalacceptance of the reports and allowreliable online searches. The editor,Captain Shridhar Nivas, deservedly electedas a Fellow in December, will now includethe relevant Rule Number(s) in the title forreports involving Colregs violations. He isconvinced that this will assist in betterunderstanding of the incident and Colregs,and improve recall of lessons learnt.

Members are reminded that, asprofessionals, they should submit anyreports from which lessons can be learnedin order to help their fellow members andcontribute to a safer industry. MARS ismuch valued by the industry, as can beseen by the wide range of sponsorssupporting it and to whom Council is most grateful. � Sea-Going Correspondence Group(SGCG). Council would like to thank allmembers of the SGCG who havecontributed so much throughout the year.Valuable and timely operational feedbackhas been given on a wide range of topicssuch as electronic charts, criminalisation,the updating of industry publications, the

� Lifeboat safety is a long-standing campaign � The Institute is involved in an EC-fundedproject to improve simulation training


Annual Report

Seaways May 2011

regional safety of navigation issues, virtualaids to navigation, and under keelclearance calculations to name just a few.Having such a responsive group helps theInstitute enormously with its work,particularly at the IMO, and strengthensits role as a representative body ofmaritime professionals. New members whoare actively engaged at sea are alwayswelcome – contact Captain Harry Gale FNIat [email protected].

Finance and StaffingThe Finance and General PurposesCommittee keeps the Institute’s incomeand expenditure under review. TheCommittee continues to review themanagement of the Institute’s investmentportfolio in a recovering but still rathervolatile financial market and sets thereserve policy to ensure the Institute’scontingency needs continue to be met. Itwas resolved that the capital reservetarget should remain at £400,000 andwithin that the contingency reserve shouldcontinue to be £275,000. The trend of thefund continued upwards and the year endvalue of £425,818 represented a 16.4%increase over the year.

The 2010 accounts reveal an operatingsurplus of £114,524 (5.1 per cent of totalincome) – an extraordinary performancein what has been another tough year for allin the maritime industry. All departmentsmet or exceeded their budgeted revenuetargets and further improvements in costcontrol, particularly in publishing, helpedto generate the surplus which will be usedin the Institute’s work in the future. Theincrease of externally funded project workis most welcome, as it is for the benefit ofthe whole industry rather than justmembers. As reported above, therecontinues to be strong demand for ourservices and publications, and we arebeginning to see the long sought-aftergrowth in membership.

The main sources of income remainsubscriptions £521,240 (£465,423 in 2009),

publications £788,149 (a 42.6 per centincrease on 2009 thanks to new books andeditions) and accreditation andcertification services £423,449 (£368,237)whilst donations increased to £352,771 asnew funded projects were devised. We aremost appreciative of the continued supportof the Human Element project (Alert!Bulletin and Vodcasts) by the Lloyd’sRegister Educational Trust and to otherdonors contributing to our e-Navigationwork and the Mariners’ Alerting &Reporting Scheme (MARS).

On the expenditure side, staffingremained stable through the year althoughsome temporary cover was employed toassist at peak times. Most expenditure wasin line with or below budget when activitylevels are taken into account althoughfurther development of IT systems hasagain added to depreciation. A major tourby the President and Senior Vice Presidentof branches in Australia and New Zealandwith visits in southeast Asia en route tooktravel expenditure over budget but theseareas only receive such visits every threeor four years and it is important in termsof recruitment and retention that theInstitute’s outreach is maintained. Thepublications stock was thoroughlyreviewed and the opportunity of strongsales was taken for a major write-off ofslow moving and out-of-date books, someof which have been removed from the stockcompletely. As a result the ‘cost of sales’ inthe accounts shows a substantial increasebut the stock value is now far morerealistic. It is pleasing to report that theoutsourcing of packing and despatch ofpublications has produced the expectedefficiency improvements with fasterdelivery of orders to customers and moreeffective employment of Institute staff.

Despite the slow recovery fromrecession, the committee recommended toCouncil that the policy of small annualincreases in the subscription rates shouldcontinue to be applied with an average 3 per cent increase from April 2011

(published in the February 2011 issue ofSeaways), even though this is below thecurrent UK rate of inflation of about 4.7per cent. The Institute took theopportunity offered by the change inmembership grades to restructure thesubscription rates into a matrix that takesfull account of the varied financialstanding of our members in different partsof the world, depending also on their stagein life. This matrix was implemented fromJuly 2010 and will be reviewed annuallybased on economic data to ensure thatreduced rates are applied in the rightcountries and to the appropriate members.� Public Benefit: The Directors confirmthat they have complied with the duty inSection 4 of the Charities Act 2006 to havedue regard to the Charity Commission’sgeneral guidance on public benefit andthat the activities carried out by thecharity during the year were all under-taken in order to further the charity’s aimsfor the benefit of the charity’sbeneficiaries. A detailed explanation isshown under Objectives and Activities inthe Trustees’ report.

MembershipThe membership criteria review comprisedthe major element of work for theMembership Committee in the early part ofthe year, culminating in recommendationsto Council and thence the AGM. Since then,close attention has been paid to ensuringthat the new criteria and procedures areoperating effectively. Applications for thenew Associate Fellow grade, in particular,have been assessed and precedentsestablished through Council. The focus ofthe Institute remains firmly on thoseinvolved in the control of sea-going vessels,whether they are employed at sea orashore, but a more encompassing view of that control is established under thenew criteria.

On 31st December 2010 membershipstood at 5,911 (5,874) providing a netincrease of 37 (decrease 419). Figures in

9

� The Insitute is grateful to sponsors of the MARS scheme� The Sea-GoingCorrespondence Groupwelcomes new members


Annual Report

Seaways May 201110

New members came from all over theworld, the highest recruitment countriesbeing:

UK 176 Ukraine 23India 48 Australia 22USA 28 Singapore 21Bangladesh 27The UK figure was boosted by the en

bloc membership of the Trinity House MNScholarship scheme which brought in over50 cadets. Recruitment in the UK andelsewhere in Europe remains strong (seeFig 2).

brackets are the 2009 totals. The graphsand tables below show the breakdown ofthe membership at year end in terms ofgrades, recruitment, and geographicaldistribution. The second half of the yearwas notable for an increase in recruitment,especially from the offshore and coastalfleets as well as younger officers enteringdirectly into the revised MNI grade, whichresulted in the year’s total breaking the500 level for the first time in many years.In addition, 68 former members re-joinedwhilst resignations were fairly steady at173 – many of which were due toretirement. This was a welcome contrastto the first half during which the catching-up process of archiving members whosesubscriptions were two years or more inarrears was completed. This process isnow run each quarter but the committee isconscious that improved retention isessential if sustained growth is to beachieved. All members, and particularlythe branches, can help in this regard.

Recruitment RecognitionSchemeThe recruitment reward scheme isincreasing in popularity and a new designhas been chosen for the Award.Congratulations for the highest number ofawards in an area goes to members inBangladesh, where the restructuring ofInstitute activities through branches inChittagong and Dhaka under a registeredsociety named ‘The Nautical Institute ofBangladesh’, has led to an upsurge ofinterest resulting in a doubling of themembership level in just two years.Members here clearly appreciate localactivity and this is an example that othercountries and branches should follow.

A busy year is in prospect as 10 blue,nine silver and six gold awards arecurrently being prepared for presentation.When better to celebrate theseachievements than in the 40th anniversaryyear of the Institute? Full use will be madeof special events organised by thebranches to recognise this anniversary andthese members.

BranchesIt was certainly a busy year for thebranches, which organised manymembership activities, developed localsponsorship, and hosted visits from theInstitute’s officers and staff. The AGM,held in Cork, was brilliantly organised bythe Ireland Branch. Local member andSenior Vice President, Captain JamesRobinson DSM FNI Irish Navy (Retired),was duly elected as President. He and theoutgoing President, Captain RichardCoates FNI, had previously completed anextensive tour of the Australia and NewZealand branches during which they alsospoke at a number of industry conferencesand meetings. Such tours could not beundertaken successfully without the hardwork and enthusiasm of key branchmembers. Council thanks these and many

Grade No Av Age %

Hon. FNI 20 76.0 0.3

FNI 452 63.2 7.6

FNI Retd 164 74.1 2.8

AFNI 162 46.5 2.7

AFNI Retd 7 66.4 0.1

MNI 4530 51.8 76.6

MNI Retd 346 71.5 5.9

AMNI 1 44.0 0.0

AMNI(Student) 229 25.6 3.9

Total 5911 53.4 100

� Table 1 Total Membership 2010

Subscribers No Copies

Corporate Affiliates 14 24

MARS Sponsors 22 22

Bulk Subscribers 63 1003

Hon. Subscribers 98 98

Subscribers 189 189

Total 386 1336

� Table 2 – Additional Seaways distribution

� Figure 1: Geographical distribution of membership2010

� Figure 2: Geographical distribution of newmembers by region 2010

C&S America

N America

Australasia

Far East

Indian Sub-cont and Ocean

Africa

Pan-Arab

Europe

UK

27.9

27.82.72.7

13.0

9.4

5.2

6.84.4

C&S America

N America

Australasia

Far East

Indian Sub-cont and Ocean

Africa

Pan-Arab

Europe

UK

45.2

17.7

2.51.8

8.2

6.5

6.9

8.22.9

� The 2010 AGM in Cork� The new design for the recruitment recognition award


Feature

Seaways May 2011 11

other members who helped to ensure thatthis tour, and others elsewhere during the year, ran smoothly and achieved their aims.

Towards the end of the year Councilwas delighted to approve the launch of thefirst branch in Germany, based inHamburg, where the growth of shipmanagement companies with multi-national personnel had increased thedemand for Institute membership andactivities. It is hoped that branches willalso be developed in other German cities toprovide local events for members. Also inthe autumn, The Nautical Institute of theUkraine celebrated its 10th Anniversarywith a well supported seminar attended bythe President, who greatly appreciated thehospitality of the members on his first visitto their country. Many other branch eventstook place during the year and werereported in Seaways as well as in thebranch database referred to below.Cooperation with other professional bodieswas evident in many areas and is activelyencouraged.

One example is our cooperation withGlobalMET, with which the Institute has aMemorandum of Understanding. This ledto the Institute and its branchessupporting three conferences held in India(Mumbai, Delhi and Chennai) all of whichwere attended by the President. The tripcomplemented other NI staff visits to thisimportant recruitment region. Usefulcontacts were made with the Indian Navy.It is hoped these connections will lead tojoint seminars and the recruitment ofnaval officers as members. The Institutealso took the opportunity to felicitateCaptain Glen Aroza AFNI shortly after hisrelease from detention in Taiwan, China atthe end of the legal proceedings involvingthe MT Tosa, during which the Instituteprovided professional support.

Branch DatabaseThe Branch technical issues database isnow fully functional and accessible

through the members’ area of the website.This searchable feature has beenestablished in order to capture issuesraised at branch meetings and to fostersynergy amongst the branches in additionto the usual report published in Seaways.Branches are strongly urged to file a verybrief report after each meeting to identifykey issues raised, and anything that mightbe further developed by other Branches.

Shipmaster of the YearAwardThe Nautical Institute & Lloyd’s ListShipmaster of the Year Award waspresented for the period 1st July 2009 to30th June 2010. The level of nominationswas again disappointingly small but allfour were worthy candidates. The winnerwas Captain Alwin Landry of Tidewaterwhose outstanding leadership andseamanship ensured that his shipdisengaged successfully from theDeepwater Horizon oil rig as disasterstruck and remained on the scene torender assistance throughout the rescueoperations. The Awards Dinner is a veryhigh profile international event which givesthe Institute the opportunity to speak outon issues of concern whilst praising thewinner and other nominees.

Fellowship The Fellowship Committee nominated 18members and Council was pleased toreview the standards and elect them intoFellowship. The new Fellows, whosenames appeared in the February 2011issue of Seaways, come from a variety ofnautical disciplines and eight differentcountries. The election was notable for theadvancement of three former Companionsand one former Associate Member underthe revised criteria implemented with themembership changes.

The committee recommended twonominations for the award of an HonoraryFellowship this year, and Council duly

elected the Reverend Canon BillChristianson of the Mission to Seafarersand David Moorhouse CBE of Lloyd’sRegister for their outstandingcontributions to seafarers’ welfare andmaritime safety over many years.

ConclusionCouncil is very appreciative of thededication of the staff, as well as itscommittees and branches, in taking theInstitute’s work forward with resolve andinitiative. The new representative role atthe IMO has been established on a soundand effective footing, new projects for theimprovement of safety have been startedwhilst existing ones continue to beprogressed, and the increasing demand forthe Institute’s services has been met withcheerful efficiency. It is a small team thatis recognised to ‘punch above its weight innumbers’.

The year saw the culmination of oneFive Year Strategic Plan and thepreparation of the next throughconsultation with the membership andanalysis of the input. This was a majorundertaking and the resultant planprovides the Institute with many industry-wide issues to tackle. To achieve positiveoutcomes will again require focused workthroughout the Institute and in cooperationwith relevant industry bodies. It will alsorequire sustained growth in the financialand professional resources necessary tomeet these increasing demands andchallenges. Council is confident that theInstitute is well positioned to do so and canlook ahead with confidence.

� The President and Senior Vice President visit Australia,seen here aboard Pacific Jewel for the SE Austalian BranchSeminar

� Staff and Council members at the Christmas partyteam building by bell ringing

� Captain Alwin Landry ispresented with the Shipmaster ofthe Year award

� Help us to keep you in touch withThe Nautical Institute. Ensure wehave your email address: Updateyour record via the Members’ Areain the website or send [email protected]


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

Financial StatementsFor the year ended 31 December 2010

12 Seaways May 2011

Report of the Directors for the year ended 31 December 2010Principal activities: The Institute is registered as a Company limited by guarantee topromote and maintain nautical education.Public benefit: The directors confirm that they have complied with the duty in Section4 of the Companies Act 2006 to have due regard to the Charity Commission’s generalguidance on public benefit and that the activities carried out by the charity during theyear were all undertaken in order to further the charity’s aims for the benefit of theCharity’s beneficiaries. A detailed explanation is shown under Objectives and Activitieson the trustees report. State of affairs and business review: The company made an operating surplus on theGeneral Fund of £114,524 for the current year (2009: £6,966). After taking into accountinvestment activities, designated funds movements and unrealised losses the companymade a surplus of £170,485 (2009 surplus: £79,159). Auditors: The auditors, Appleby and Wood are willing to continue in office andresolutions concerning their appointment will be submitted to the annual generalmeeting. Fixed assets: Changes in the company's fixed assets during the year are shown on thebalance sheet. Directors: The directors of the company during the financial year were:

Captain Nicholas Cooper – resigned 10th June 2010 Captain Robbie Middleton Captain Richard Coates Captain James Robinson – appointed 10th June 2010

This report has been prepared in accordance with Statement of Recommended Practice-Accounting and Reporting by Charities and in accordance with special provisions of partVII of the Companies Act 2006 relating to small entities. Approved by the directors and signed on their behalf by: C P Wake, Secretary

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

Auditors Report Independent Auditor’s Report to the members of The Nautical Institute Limited We have audited the financial statements of The Nautical Institute Limited for the yearended 31st December 2010 on pages 5 to 12. The financial reporting framework thathas been applied in their preparation is applicable law and United Kingdom AccountingStandards (United Kingdom Generally Accepted Accounting Practice). This report is made solely to the charity's members, as a body, in accordance withChapter 3 of Part 16 of the Companies Act 2006. Our audit work has been undertakenso that we might state to the charity's members those matters we are required to stateto them in an auditor's report and for no other purpose. To the fullest extent permittedby law, we do not accept or assume responsibility to anyone other than the charity andthe charity's members as a body, for our audit work, for this report, or for the opinionswe have formed.

Respective responsibilities of trustees and auditors As explained more fully in the Statement of Trustees' Responsibilities set out on page 3,the trustees (who are also the directors of the company for the purpose of companylaw) are responsible for the preparation of the financial statements and for beingsatisfied that they give a true and fair view. Our responsibility is to audit the financial statements in accordance with applicable lawand International Standards on Auditing (UK and Ireland). Those standards require us tocomply with the Auditing Practices Board's (APB's) Ethical Standards for Auditors.

Scope of the Audit of the financial statements An audit involves obtaining evidence about the amounts and disclosures in the financialstatements sufficient to give reasonable assurance that the financial statements arefree from material misstatement, whether caused by fraud or error. This includes anassessment of: whether the accounting policies are appropriate to the charity'scircumstances and have been consistently applied and adequately disclosed; thereasonableness of significant accounting estimates made by the trustees; and theoverall presentation of the financial statements.

Opinion on financial statements In our opinion the financial statements: � give a true and fair view of the state of the charity's affairs as at 31st December 2010

and of its incoming resources and application of resources, including its income andexpenditure, for the year then ended;

� have been properly prepared in accordance with United Kingdom Generally AcceptedAccounting Practice; and

� have been prepared in accordance with the requirements of the Companies Act 2006.

Opinion on other requirement of the Companies Act 2006 In our opinion the information given in the Trustees' Annual Report for the financial yearfor which the financial statements are prepared is consistent with the financialstatements.

Matters on which we are required to report by exception We have nothing to report in respect of the following matters where the Companies Act2006 requires us to report to you if, in our opinion: � the charity has not kept adequate accounting records, or returns adequate for our

audit have not been received from branches not visited by us; or � the financial statements are not in agreement with the accounting records and returns;

or � certain disclosure of trustees' remuneration specified by law are not made; or � we have not received all the information and explanations we require for our audit. Appleby & Wood, Statutory Auditors, 40 The Lock Building, Stratford, London E15 2QB.

Summary Income and Expenditure Account for the yearended 31 December 2010

2010 2009£ £

Total income from continuing operations 2,263,495 1,721,795 Total expenditure from continuing operations (2,143,554) (1,715,214) Net income for the year before

transfers and investment assets disposal 119,941 6,581Realised (Loss)/surplus on fixed asset investments – –

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

Statement of Financial Activities for the year ended 31 December 2010

General Designated Total TotalNote Fund Fund 2010 2009

£ £ £ £Incoming resources from generated fundsVoluntary income – Donations 352, 771 – 352,771 190,231 Activities for generating funds 3 788,149 – 788,149 552,561 Investment income 4 2,057 10,623 12,680 10,987

—— —— —— ——1,142,977 10,623 1,153,600 753,779

Incoming resources from charitable activitiesActivities in furtherance of

institute's objectives 2 159,206 – 159,206 134,356 Entrance fees, transfer fees

and subscriptions 521,240 – 521,240 465,423 Accreditation and Certification 423,449 – 423,449 368,237 Educational grants – 6,000 6,000 –

—— —— —— ——1,103,895 6,000 1,109,895 968,016

Other incoming resources – – – –—— —— —— ——

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

p 00 balance sheets_v2 20/4/11 15:29 Page 1

Annual ReportResources expendedCost of generating funds 3 500,843 – 500,843 310,693 Publicity 12,668 – 12,668 8,999 —— —— —— ——

513,511 – 513,511 319,692 Charitable activitiesCost of activities in furtherance

of institute's objectives 2 291,882 – 291,882 269,503 Support costs 5 612,146 – 612,146 551,420 Administration & Governance

costs 6 311,895 1,118 313,013 292,799 Project costs 203,273 – 203,273 108,260Accreditation and Certification 199,642 – 199,642 165,213 Prizes and scholarships – 10,088 10,088 8,327 —— —— —— ——

1,618,837 11,206 1,630,043 1,395,522 —— —— —— ——Total resources expended 2,132,348 11,206 2,143,554 1,715,214 —— —— —— ——Net incomingresources for the year 7 114,524 5,417 119,941 6,581 Transfer between funds – – – –—— —— —— ——

114,524 5,417 119,941 6,581 Other recognised gains and lossesNet realised and unrealised Gain/

(Losses) on investment assets – 50,544 50,544 72,578—— —— —— ——Net movement in funds 114,524 55,961 170,485 79,159—— —— —— ——Total fund at 1st January 2010 378,596 378,033 756,629 677,070 —— —— —— ——Total fund at 31st December 2010 15 493,120 433,994 927,114 756,229 Movements in funds are disclosed in Note 15 to the financial statements. All amountsabove relate to unrestricted funds.

Balance Sheet as at 31 December 20102010 2009

Note £ £ £ £Fixed assetsTangible fixed assets 10 40,912 56,556Investments 11 440,289 380,240—— ——

481,201 436,796Current assetsStocks 12 235,648 402,115Debtors 13 252,379 269,574Cash at bank and in hand 382,307 103,519—— ——

870,334 775,208—— ——Liabilities: amounts falling

due within one year 14 (424,421) (455,375)—— ——Net current assets 445,913 319,833—— ——Net assets 927,114 756,629—— ——Income fundsUnrestricted funds:Designated funds 15 433,994 378,033General funds 493,120 378,596—— ——

927,114 756,629—— ——These financial statements are prepared in accordance with the special provisions of partVII of the Companies Act 2006 relating to small entities.

Notes to the Accounts for year ended 31 December 20101. Accounting policiesa) Basis of accounting. The financial statements have been prepared under the historicalcost convention, as modified by the inclusion of fixed assets investments at market value,and in accordance with the Financial Reporting Standard for Smaller Entities, theCompanies Act 2006 and follow the recommendations in Accounting and Reporting byCharities (SORP) issued in March 2005. b) Depreciation of fixed assets. Furniture and office equipment is depreciated on thestraight line basis over its estimated useful life at the rate of 10 per cent per annum.Computer equipment is depreciated at a rate of 33 1/3 per cent per annum.c) Accounting standards. The company has taken advantage of the exemption availableunder FRS 1 for small companies not to prepare a cash flow statement. d) Revaluation of investments. The investment assets have been shown at market valuein the year ending 31st December 2010 with the comparatives for the year ending 31stDecember 2009 also shown at their market value. The revaluation surplus has beenshown on the statement of financial activities as net realised and unrealised gain oninvestment assets. e) Corporation tax. The company has taken advantage of the tax exemption allowed dueto its charitable status. f) Allocation of expenditure. 10 per cent of salaries and 50 per cent of travelling andmeeting expenses have been allocated to management and administration of theInstitute, which reflects the proportion incurred in this activity.g) Capital reserve fund. This has been set up from the Sheet Anchor Fund to create aContingency Reserve and a Projects Reserve. The Contingency Reserve should be basedon 3 months’ staff costs, 6 months’ rent and services and the average trade creditors.The Projects Reserve is to enable the Institute to fund specific projects with the approvalof the Council, delegated to the Finance & General Purposes Committee. This Fund wouldbe reviewed annually.

2 Activities in furtherance of Seminar/ Seawaysinstitute's objectives Conferences Journals 2010 2009

£ £ £ £Incoming Resources:Conferences/seminars 59,720 – 59,720 22,417Seaways income – 56,981 56,981 76,310Seaways advertising income – 42,505 42,505 35,629—— —— —— ——

59,720 99,486 159,206 134,356—— —— —— ——Resources ExpendedConferences/seminars 57,076 – 57,076 22,005Seaways publications – 221,177 221,177 231,423Mars – 4,500 4,500 6,578Seaways advertising cost – 9,129 9,129 9,497—— —— —— ——

57,076 234,806 291,882 269,503—— —— —— ——Surplus/(deficit) on activities in furtherance of the institute's objectives 2,644 (135,320) (132,676) (135,147)—— —— —— ——

3 Activities for generating fundsBooks Services 2010 2009

Sales 787,187 962 788,149 552,561—— —— —— ——Costs of salesOpening stocks 399,024 3,091 402,115 461,464Purchases 333,811 565 334,376 251,344—— —— —— ——

732,835 3,656 736,491 712,808 Less closing stocks (232,863) (2,785) (235,648) (402,115)—— —— —— ——Costs of sales 499,972 871 500,843 310,693—— —— —— ——Surplus on activities to generate funds 287,215 91 287,306 241,868—— —— —— ——

4 Investments incomeGeneral Designated

Fund Fund 2010 2009£ £ £ £

Bank interest 2,057 – 2,057 501Dividends – 10,623 10,623 10,486—— —— —— ——

2,057 10,623 12,680 10,987—— —— —— ——5. Support costs £ £

Branch subventions 7,788 5,279Staff costs 8 570,101 521,781Travelling, meetings and AGM expenses 34,257 24,360—— ——

612,146 551,420—— ——6. Administration & Governance costs 2010 2009

£ £Postage and telephone 16,569 13,443Printing and stationery 12,668 10,653Computer expenses 55,001 59,284Auditors fees 4,650 4,400Bank charges 18,224 14,368Rent, rates and service charges 51,766 51,766Insurance 4,371 5,361Non-recoverable VAT – 988Office equipment rental 3,195 3,093General expenses 13,091 12,057Travelling, meetings and AGM expenses 34,257 24,360Recruitment costs – –Staff costs 8 63,345 57,976Depreciation 35,876 35,050—— ——

313,013 292,799—— ——7 Net incoming resources for the year 2010 2009

This is stated after charging: £ £

Depreciation of fixed assets 35,876 35,050Auditors remuneration (audit services) 4,650 4,400—— ——

8 Staff costsSalaries & wages 532,986 496,952Social security costs 57,216 50,230Pension 43,243 32,575—— ——Wages and salaries including benefits 633,445 579,757—— ——No. of employees earning £60,000 to £70,000 – 1No. of employees earning £70,001 to £80,000 1 1No. of employees earning £80,001 to £90,000 1 –—— ——Average number of employees 14 13—— ——The chairman and directors did not receive any remuneration during the year.

Seaways May 2011 13


9 TaxationThe charitable company is exempt from corporation tax on its charitable activities.

Officefurniture &

10 Tangible fixed assets Equipment Computers TotalCost £ £ £At 1st January 2010 69,070 221,283 290,353Additions 945 19,286 20,231—— —— ——At 31st December 2010 70,015 240,569 310,584—— —— ——Accumulated depreciationAt 1st January 2010 56,080 177,717 233,797Charge for the year 2,392 33,483 35,875—— —— ——At 31st December 2010 58,472 211,200 269,672—— —— ——Net book values:As at 31st December 2010 11,543 29,369 40,912—— —— ——As at 31st December 2009 12,990 43,566 56,556—— —— ——

11 Investments 2010 2009Market value at 1 January 2010 357,983 276,319Acquisition at cost 5,412 9,159Sales proceeds at market value (36,873) (73)Transferred in the period 40,000 –Surplus in the year 50,544 72,578—— ——Market value at 31 December 2010 417,066 357,983Other HoldingsThe Luddeke Prize Trust Fund Investments 14,471 14,471Cash 8,752 7,786—— ——Market value as at 31 December 2010 440,289 380,240—— ——Historical cost as at 31st December 2010 371,950 329,379—— ——

12 StocksBooks 232,863 399,024Member services 2,785 3,091—— ——

235,648 402,115—— ——13 Debtors

Trade debtors 133,517 150,988Staff advances 2,180 2,185Prepayments and other debtors 116,682 116,401—— ——

252,379 269,57414 Liabilities: Amounts falling due within one year:

Trade creditors 139,214 237,429Accruals 270,323 200,289PAYE 14,884 17,657—— ——

424,421 455,375

Balance New Utilised/ Balance1.01.10 Designated Realised 31.12.10

15 Designated funds £ £ £ £Capital Reserve Fund 363,544 10,623 49,426 423,593Educational fund 14,489 6,000 (10,088) 10,401—— —— —— ——

378,033 16,623 39,338 433,994—— —— —— ——

16 Related Party TransactionsNo Trustee received any remuneration for services as a Trustee. The amount of £3,044(2009 £5,537) was reimbursed to Trustees to cover miscellaneous travel expenses inconnection with their roles as Trustees. Captain R B Middleton was paid Accreditation Costs of £Nil (2009 £250) in respect of Oil Spill Response Training. Council members use the Institute's services on the same terms as other members.Because of the nature of the Institute's trades it is not practical to quantify the total of transactions with Council members during the year. However, only minor balanceswere owed to and from Council members as at 31st December 2010 and any feespaid to Council members are shown separately in the Revenue Account. Councilmembers are required to be full voting members of the Institute. Due to the nature of the Institute's trade, a number of the Council are also directors/trustees/employees of entities with which the Institute trades, and due to the nature of the trade, it would not be practical to quantify the total of transactions in the period.

2010 2010 Market

Fixed asset investments Cost value£ £

Artemis Fund 14,075 17,068Aberforth Small Co's Trust 10,911 13,283Aviva 23,903 14,934BHP 10,074 25,510BP PLC 9,045 8,380BT Group 9,287 5,424Canadian General Investments 10,056 8,630Centrica 13,941 15,957F & C 14,227 11,616First State (Asia Pacific) 11,877 17,088First State (Greater China) 3,867 8,619International Power 8,761 13,093Legal & General 20,130 19,323Intl Public Partnerships 15,170 15,602Investec 10,412 16,214Jupiter 9,766 9,214JP Morgan Assets UK 6,063 4,905JP Morgan Assets Euro 10,268 10,143Lloyds TSB Group 23,816 13,140Matrix European real 8,678 1,086Mellon asset Mgmt 17,714 22,363M & G Securities 3,739 28,769Persimmon 10,071 2,918Rathbone UTM (Smaller co. Funds) 6,023 12,867Reed Elsevier Plc 8,501 7,029Schroder 6,687 15,756Scottish & Southern Energy 12,882 15,313Severn Trent 11,406 14,780TESCO 9,754 14,872Threadneedle Invest SVCS Ltd 16,200 15,555Templeton Emerg Mkts 5,412 6,735Vodafone Group 10,482 10,880Cash 8,752 8,752The Luddeke Prize Trust Fund Investments 14,471 14,471—— ——

386,421 440,289—— ——

14 Seaways May 2011

CMMC“Shipping and Environmental Issues in 2011

What more can be done?”June 7 & 8, 2011, Halifax, Nova Scotia, CANADA

This conference is being organised as a companion event prior to the International Federation of Ship Masters Associations’37th Annual General Assembly June 9 & 10. Both events are being held at the ‘Westin Nova Scotian’ in Halifax.

Papers will be presented on:� Ship-source Oil Pollution: Legalities, Liabilities, Compensation, Criminalisation� Off-shore Oil/Gas Operations: New Regulatory Requirements� Averting or Responding to a Marine Environmental Disaster� “Green” Technologies for Ships: New Developments and Designs� Places of Refuge for Ships in Need of Shelter� Arctic Shipping: Russia’s Northern Sea Route and Canadian Arctic� IMO’S Polar Code and Guidelines for Shipping in Low temperature Areas� Risk Management in Arctic Shipping� The Maritime Labour Convention 2006: Challenges for Flag States, Port States & Owners

For detailed information on the Conference Program, Conference Registration and Hotel Reservations, go to the Company ofMaster Mariners of Canada web site www.mastermariners.ca


Seaways May 2011 15

Members of Council 2010-2011President:Capt J A Robinson DSM FNI Irish Navy(Retd) – Ireland

Immediate Past President:Capt R Coates FNI – UK/Humber

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

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

Senior Vice President:Capt S Krishnamurthi FNI – India (South)

Vice Presidents:Capt M K Barritt MA FNI – UK/SW Eng

Capt A Brink FNI – South Africa

Mr P Hinchliffe OBE, FNICapt R J McCabe FNI – Ireland

Capt S Tuck FNI – UK/SW Eng

Members employed at seaCapt A A M Al-Hilley MNI – UK/NW Eng &

N Wales

Capt H Andersson MNI – US Gulf (Florida)

Capt W A Armstrong MNI – US Pacific (C)

Capt A Balaram MNI – India (North)

Mr A J Bell MNI – UK/London

Capt M G Boylin MNI – UK/London

Capt N A Budd MNI – UK/Solent

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

Capt P Corbett MNI – UK/LondonCapt K G Coulombe MNI – US Pacific (N)Capt B E Cuneo FNI – AUS – VICCapt V De Rossi AFNI – ItalyCapt D Ebner MNI – GER/HamburgCapt H F Elliott MNI – UK/NE EngCapt R F Elroy Jr MNI – US Gulf (Florida)Capt J Else AFNI – UK/SE EngCapt O Fragoso Alves da Silva FNI – BrazilMr S E Gaskin FNI – UK/SolentCapt A Gatti MNI – Iberian/SpainMr D Gozdzik MNI – UK/LondonCdr P J Haslam MNI RN – UK/LondonCdr J G Jones FNI RAN – AUS – NSWCapt S C Karunasundera MNI – Sri LankaCapt S Kowalewski AFNI – PolandMr I C Lawler MNI – UK/SolentCapt A Nosko MNI – RussiaCapt C Renault FNI – UK/SE EngCapt S Scott FNI – UK/HumberCapt A Silva Albuquerque MNI –Iberia/PortugalCapt D A Snider FNI – CAN/British ColumbiaMr M E Winter MBA FNI – UK/SolentCapt M Wyer AFNI – UK/London

Members employed ashore:Capt T J Bailey FNI – UK/NW Eng & N WalesCapt Z Bhuiyan FNI – BangladeshCapt S S Butalia MNI – India (North)

Mrs J Carson-Jackson MNI – AUS – ACTCapt C Dewilde MNI – BelgiumCapt M J Donnelly MNI – IrelandCapt J R Ebbeling MNI – NetherlandsLt Cdr D J S Goddard MBE BSc MNI –UK/SolentMr J R Gorman-Charlton MSc MNI –SingaporeCapt I Goveas MNI – UK/London & IrelandCapt N M Hardy FNI – UK/SolentMr C Haughton BA MA FNI – UK/NW Eng & N WalesMr G J P Lang BSc FNI – UK/SolentMr G C Leggett BSc MNI – UK/NW Eng & N WalesCapt D Linehan FNI – IrelandCapt V Madruga Santos AFNI – BrazilCapt S M A Mahmoodi MS FNI – PakistanCapt I Mathison FNI – UK/NW Eng & N WalesCapt I R L McDougall MNI – UK/N of ScotlandCapt D A P McKelvie FNI – UAECapt J P Menezes BA FNI – India (South)Capt T J Proctor BSc MSc FNI – UK/NW Eng& N WalesMr G Reay MSc MNI – UK/LondonCapt A Scales MNI – UK/NW Eng & N WalesCapt G J Taylor FNI – UK/NE EngCdre R Thornton CBE FNI – UK/SW EngCapt B Vranic FNI – CroatiaMr P G Wright MSc FNI – UK/SW Eng

COMMITTEE MEMBERS

Finance and General PurposesCapt J A Robinson DSM FNI Irish Navy

(Retd) (Chm & Co Dir) – Ireland

Capt R Coates FNI (Co Director) – UK/Humber

Capt R B Middleton FNI (Co Director) – UK/N

of Scotland

Capt S Krishnamurthi FNI (Vice Chm) –

India (South)

Mr C P Wake MSc FNI (Secretary) –

UK/London

Capt M Ahmed MSc MNI – UK/London

Mr N Allen FNI – UK/Solent

Dr P Anderson DProf FNI – UK/NE Eng

Capt M K Barritt MA FNI – UK/SW Eng

Capt E H Beetham FNI – UK/London

Capt D Bell FNI – UK/London

Mr D Bendall MNI – AUS – NSW

Capt A Brink FNI – South Africa

Mr P B Hinchliffe OBE FNI – UK/London

Mr G J P Lang BSc FNI – UK/Solent

Capt R J McCabe FNI – Ireland

Cdre P Melson CBE CVO FNI – UK/Solent

Mr J M M Noble FNI – UK/London

Capt A S Patterson MNI – CAN/British

Columbia

Capt P J D Russell FNI – UK/SE England

Capt S Tuck FNI – UK/SW Eng

Mr P J Wood BSc FNI – UK/London

FellowshipRear Adm J S Lang FNI (Chairman) –

UK/Solent

Capt M M Cornish ExC FNI (Vice Chm) –

UK/W of Scotland


UK/London

Capt C H J Allister FNI – UK/NW Eng & N

Wales

Cdre I Gibb FNI – UK/W of Eng

Capt N A Hiranandani FNI – India (West)

Capt R Hofstee FNI OON – Netherlands

Cdre P Melson CBE CVO FNI – UK/Solent

Capt S R Montague FNI – UK/London

Capt W B Rial ExC FNI – Caribbean Islands

Capt P J D Russell FNI – UK/SE England

Captain E M Scott RD** FNI RNR – France

(South)

Rear Adm M L Stacey CB FNI – UK/London

Capt D McC Telfer FNI – AUS – WA

Capt P H Voisin FNI – US Gulf (Florida)

Capt G Wilson MBA FNI – UK/London

IMOCapt K Bruenings MSc MNI (Chairman) –

GER/Bremen

Capt D J Harrod FNI (Vice Chm) – AUS – WA

Capt J M Dickinson FNI (Secretary) –

UK/London

Prof C H Allen JD FNI – US Pacific Coast (N)

Capt P D Drouin AFNI – CAN/St Lawrence

Mr P B Hinchliffe OBE FNI – UK/London

Capt J P Menezes BA FNI – India (South)

Mr A R Mitchell MNI – UK/W of Eng

Capt A Sagaydak FNI – Ukraine

MembershipCapt M L G Nuytemans FNI (Chairman) –

Belgium

Capt D Linehan FNI (Vice Chm) – Ireland

Mr A J Quintero Saavedra AFNI (Vice Chm) –

Iberian/Spain


UK/London

Capt A T Cook FNI – UK/W of Scotland

Capt F A M B Davies FNI – UK/Solent

Mr M G Dean MNI – Cyprus

Capt S Harwood ExC FNI – UK/Solent

Capt M Karkhanis MNI – UK/London

p15-16 Council list 20/4/11 15:29 Page 1

Feature

Seaways May 201116

Mr G J P Lang BSc FNI – UK/Solent

Capt A G Liversedge MNI – UK/Humber

Capt J Parkes FNI – UK/London

Capt J L Simpson MNI – Philippines

Capt M Y Soomro MSc FNI – UK/London

Capt D Swain BSc FNI RN – UK/London

Professional DevelopmentMr C Haughton BA MA FNI (Chairman) –

UK/NW Eng & N Wales

Mr C Chandler MBE BSc FNI (Vice Chm) –

UK/NE Eng

Capt M A Pointon MNI (Secretary) –

UK/London

Capt G Angas FNI – UK/Solent

Capt M N Anwar MNI – UK/NW Eng & N Wales

Capt P F Armitage MNI – UK/NE Eng

Lt Cdr D N Brunicardi FNI – Ireland

Capt M J Burley FNI – New Zealand

Mrs J Carson-Jackson MNI – AUS – ACT

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

Capt C Dewilde MNI – Belgium

Capt J M Dickinson FNI – UK/London

Mr N Dulling MNI – UK/London

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

Capt I Goveas MNI – UK/London

Capt J Hooper FNI – UK/SW Eng

Capt B R Koning BSc MNI – Netherlands

Capt R Lanfranco LLM AFM FNI – Malta

Capt P J Lloyd MNI – AUS – TAS

Capt C Maerten MNI – Belgium

Mr D J Patraiko FNI – UK/London

TechnicalCapt R J McCabe FNI (Chairman) – Ireland

Capt T J Bailey FNI (Vice Chm) – UK/NW

Eng & N Wales

Capt H Gale FNI (Secretary) – UK/London

Mr M Alimchandani MNI – AUS – ACT

Capt N A Beer ExC FNI – UK/Solent

Mr J Clandillon-Baker FNI – UK/SE Eng

Capt G A Eades CBE FNI RN – UK/Solent

Mr C J A Hughes MNI – UK/W of Eng

Capt J Isbester ExC FNI – UK/London

Capt F M G Laffoucriere AFNI – France (North)

Capt A L Le Goubin MA FNI – US Gulf

(Houston)

Capt M H Lutzhoft PhD BSc MNI – Sweden

Capt K Nagasubramanian MNI – India (South)

Capt S Nivas FNI – India (West)

Prof A P Norris FNI – UK/London

Mr D J Patraiko FNI – UK/London

Mr B E Peck FNI – UK/Solent

Capt G S Peto MNI – UK/SE Eng

Capt C I R Sandeman FNI – UK/London

Dr J U Schroeder-Hinrichs PhD MNI – Sweden

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

Cdre N D Squire CBE FNI – UK/NW Eng &

N Wales

Capt J Szymanski MSc MBA FNI – UK/London

Ms C J Walsh MA FNI – UK/London

IMO ADVISORY GROUPSBulk Liquids and Gases9 members from 7 countries

Communications and SAR7 members from 5 countries

Ship Design and Equipment5 members from 3 countries

Dangerous Goods, Solid Cargoes and Containers5 members from 5 countries

Facilitation4 members from 4 countries

Fire Protection3 members from 3 countries

Flag State Implementation9 members from 6 countries

Legal5 members from 4 countries

Marine Environment Protection16 members from 8 countries

Maritime Safety19 members from 11 countries

Safety of Navigation19 members from 8 countries

Standards of Training andWatchkeeping20 members from 13 countries

Technical Cooperation5 members from 4 countries

Maritime Safety, part of Transport Safety Victoria, aims toimprove safety outcomes by regulating the operation ofcommercial and recreational vessels and ensuring a safeenvironment for their navigation on Victorian waters. MaritimeSafety regulates through certification, education, safetymanagement plans and safety audits and compliance activities,underpinned by positive links with the maritime industryincluding port and waterway managers.

The Director will build on constructive relationships and provideclear and independent advice to the Minister. Within a broad setof responsibilities, the person appointed will develop andactively promote and champion broader people developmentopportunities and strategic departmental policies, fostering aculture of inclusiveness. A key task will be to bring a high level of leadership and credibility to the team (around 40 people).

Our ideal candidate will bring a strong understanding, in practice and theory, of modern contemporary accreditation and compliance processes, safety management systems and regulation, from the maritime, aviation or comparableindustries. Excellent interpersonal skills and strong leadershipabilities, initiative, flexibility and sound judgement are otheressential qualities.

To discuss this very attractive opportunity please contactPaul Butterworth MNI on +44 (0)20 7630 0200.Formal applications should be forwarded by Monday 9 Mayto [email protected]

p15-16 Council list 20/4/11 15:29 Page 2

The Nautical Institute Mariners’ Alerting and Reporting SchemeMARS Report No 223 May 2011

Providing learning through confidential reports – an international cooperative scheme for improving safety

Visit www.nautinst.org/MARS for online database

Seaways May 2011 17

MARS 201127 Allision with wharf during unberthing

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

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

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

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

Root cause/contributory factors1. Forward tug experienced sudden engine failure;

2. Pilot’s communication with tugs was in local language and he failed to communicate the events and his intentions to the Master and bridge team;

3. Strong onshore current;

4. The terminal’s brochure recommends unberthing at slack water or on rising tide. However, in this case, the sailing time was arranged by the terminal and charterer’s agent when the tide was ebbing. Master failed to question the inappropriate sailing time.

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

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

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

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

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

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

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

Corrective actions1. A fleet notice has been issued requiring all vessels to ensure that tachometers for all auxiliary engines on board are in working condition and that an adequate stock of spare tachometers is kept at all times;

2. SMS (List of critical spares) has been revised accordingly.

MARS 201130 Injury caused by sliding gangway section (Edited from IMCA Safety Flash 15-09)

The bosun and an able seaman (AB) lowered and extended the vessel’s double-sectioned gangway prior to berthing. All the locking pins were in place, in accordance with onboard procedures (see photos right). However, during the final approach to the berth, the bridge informed the crew that berthing plans for the vessel had changed, requiring the use of a different means of access. Crew were instructed to recover the now partly-deployed gangway. The retraction procedure for this double-sectioned gangway normally requires the end of the gangway to be landed, allowing tension to come off the fall wires, after which the locking pins of the extendable section can be easily released. The extendable section is designed to then slide back over the main section and the combined ladder is raised to the stowed position.

In this case, the bosun and AB overlooked the correct procedure and attempted to retract the extendable section by releasing the locking pins with the gangway still hanging and inclined overside and the fall wires under tension. With both the crewmembers standing above the extendable section, the AB first removed the inboard pin, which was not under stress. When he found the outboard pin jammed, he used a crowbar to lever off the extendable section of the gangway to loosen the pin. This action caused the pin to suddenly jump out, and the extendable section of the gangway slid rapidly upwards, trapping both the Bosun and the AB by the legs in the recess between the gangway steps.

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

Seaways May 201118

s Gangway showing main and extendable sections

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

MARS 201131 Fatality during crane maintenance(Edited from IMO FSI Sub-Committee Report 12th Session)

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

Root cause/contributory factors1. Unsafe act by the bosun in unclipping the lifeline of his safety belt which became entangled with the crane’s luffing wire;

2. Lapse of concentration after the completion of a prolonged physically and mentally demanding task;

3. Prevailing darkness could have contributed to the casualty.

Lessons learnt1. Personnel involved in mentally and/or physically demanding tasks may encounter periods where they have a loss of concentration;

2. The bosun might have been more aware of hazards associated with his disconnected safety line if warnings had been given regarding the dangers of loose clothing and personal protective equipment (PPE) becoming entangled with moving objects;

3. Hazardous work shall not be undertaken if adequate lighting and reliable means of communications cannot be provided.

MARS 201132 Cargo shift during discharge caused large listAs a port captain, I was in charge of a small cargo vessel that was discharging steel coils at a wharf. Overnight, I had delegated my chief foreman to oversee the discharging under my guidance. At around 0200 hours, I received an urgent phone call from him, informing me that the vessel had listed very dangerously and could be in danger of capsizing.

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

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

Root cause/contributory factors1. The coils had not been chocked off with wooden wedges at the loading port;

2. During the night, the vessel had started rolling slightly due to the swell;

Seaways May 2011 19

3. Once the locking steel coil was discharged and the stow became loose, the coils began to move out of control;

4. With the ship’s movement alongside, an initial movement of some coils to port started a cascade effect, whereby a rapidly developing port list caused all the remaining coils to roll over to the low (port) side.

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

MARS 201133 Injury during cargo hose pressure test

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

Root cause/contributory factorsWorn and insufficient threads on the water hose coupling.

Corrective/preventative actions1. The shipyard was given a letter of protest about the accident.

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

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

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

iii. Keep away from snap-back danger zones;

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

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

MARS 201134 Miscommunication causes near grounding Recently, our container ship almost grounded on the breakwater when entering port. The pilot boarded the ship near the breakwater and requested the present engine status and speed. He was advised that the engine was on slow ahead and the ship’s speed was about 5.2 knots. Simultaneously, he was turning the ship to starboard by intermittently applying 10 degrees starboard rudder, which made the ship turn very slowly. The pilot then ordered half ahead on the engine. After passing the last channel buoy before the breakwater entrance at very close range, the pilot ordered hard-a-starboard. The ship is fitted with a Becker rudder and with the engine going half ahead, the ship started to turn very rapidly to starboard, heeling appreciably to port. Seeing the rapid turn, the pilot ordered midships rudder and then ordered the helmsman to steady the head. By this time, the ship was heading directly towards and closing with the breakwater. I took over the con from the pilot and ordered hard-a-port and full ahead on the engine, with the bow thruster full to port to correct the heading. The pilot was very upset by my actions and started arguing with me, accusing me of ignorance.

As the ship began to turn to port and away from the breakwater, the pilot told me that he did not want to pilot my vessel inwards and we turned around to seaward. Abruptly, the pilot left the bridge, instructing me to keep clear of the following inbound vessel and told me that I would have to tender a formal apology to him if I wanted my ship to get into port.

He insisted that under local regulations, the pilot has supreme authority and that the Master is not allowed to take any actions by himself. Written proof of such a law was never provided but I had to apologise to him to avoid being denied entry into the port.

Seaways May 201120

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

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

Feedback to MARS 201108 Bagged copra fire

In the late 50s/early 60s, there were frequent fires involving cargoes of bagged copra. The fires were handled by blanketing the cargo with CO2; repeatedly if necessary, otherwise, if the fire got out of hand all was lost and even shore-based firefighting equipment would be ineffective. With regard to the fire in question, the picture shows the flame to be bright yellow to white: the former indicating temperatures of between 1,200ºC-1,400ºC and the latter 1,400ºC-1,600ºC.

When I was involved internationally in cargo surveying in the Far East, I was often called to attend cargo fires in such commodities as jute, cotton, oil cake, charcoal, fishmeal and rubber. While rubber will not combust on its own, it is a very great problem when it does ignite through being in contact with already burning substances. If water is used to fight a fire involving rubber, it will only spread it as the burning, fluid rubber will flow of its own volition.

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

Seaways May 2011 21

Annual General Meeting 2011Marriott Victoria Inner Harbour Hotel, 728 Humboldt St., Victoria, BC, Canada

Thursday 2nd June 2011, 17:00

ProgrammeWelcome: Captain Andy Patterson, MNI, Chairman of the British

Columbia BranchPresidential address: Captain James Robinson, DSM FNI Irish Navy (Retired)Institute business: To confirm the minutes;

To receive the annual report of Council; To adopt the audited accounts; To appoint auditors.

Election of members nominated for Council(Country of residence/Branch shown in brackets):

Seagoing (eight vacancies) Shore based (17 vacancies)*Lt Cdr H C Cook, MNI (UK/Solent) *Capt T J Bailey, FNI (UK/NW Eng + N Wales)Capt G P P Aroza, AFNI (India (S)) *Mr S E Gaskin, FNI (UK/Solent)Mr J H Carlisle, MNI (US E Coast (N)) *Lt Cdr D J S Goddard, MBE, MNI (UK/Solent)Capt George H Livingstone, MNI (US Pacific Coast (C)) *Mr G J P Lang, FNI (UK/SW England)Capt Grant H Livingstone, MNI (US Pacific Coast (C)) *Capt V Madruga Santos, MNI (Brazil)Cdr N M Longstaff, AFNI RNZNR (New Zealand) *Capt D A P McKelvie, FNI (UAE)Capt D J Naggs, AFNI (UK/Solent) *Capt T J Proctor, FNI (UK/NW Eng + N Wales)Capt N J Nash, FNI (UK/SW England) Capt H C Blacklock, AFNI (UK/NE England)

Capt C H M Buckens, FNI (New Zealand)Capt N Cooper, FNI (UK/London)Capt G Cowling, FNI (Cyprus)Capt A T Evtimov, FNI (Bulgaria)Capt R Janardhanan, FNI (Singapore)Mrs H A Oltedal, MNI (Norway)Dr J U Schroeder-Hinrichs, MNI (Sweden)

* = Members of current Council seeking re-election Capt J Szymanski, FNI (UK/London)for a second three year term Prof. V G Torskiy, FNI (Ukraine)

Presentations of Awards and Certificates of Fellowship17:55 Close of Business18:00 Reception (Command Seminar function)19:00 Dinner (Command Seminar function)

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Seaways May 201122

John Dickinson FNIHead of Delegation

In the first quarter of 2011, The NauticalInstitute attended four IMO sub-committeemeetings and one intersessional meetingon members’ behalf. The NI intervened ona variety of matters, including issues withe-navigation, entry into enclosed spacesand the development of GMDSS, andplayed an active role in the intersessionalworking group on lifeboat hooks.

IMO ReportJanuary and February 2011

� The sub-committee agreed to theformation of a correspondence group tolook into producing guidelines for theverification of damage stability require-ments for tankers. It is important thatdefinitions and interpretations areclarified to ensure consistency. This groupis to report back to the sub-committee attheir next meeting.� On-going work on the review of damagestability regulations for ro-ro passengerships and a need to widen the scope of thisreview and to report to the MSC.� A correspondence group was re-established to consider the impact of theSolas 2009 amendments on ro-ropassenger ships as compared to the Solas1990 regulations in association with the Stockholm Agreement. Thiscorrespondence group also has to reportback to the next SLF meeting, SLF 54.

STW 42The Sub-committee on Standards ofTraining and Watchkeeping (STW) followedquickly. Two volunteer delegates took partin the NI delegation; Captain SarabjitButalia from India and Ms. Heather Gatleyfrom Carnival Cruises. The scope of themeeting was very limited this year owing tothe fact that a major review was undertakenin the previous four years and approved lastyear at the Manila conference.

E-navigation strategy was extensivelydebated. One big issue was the question of‘navigating navigator’ as opposed to‘monitoring navigator’. The NI made anintervention on this indicating thenavigator should still be the navigator andnot just a ‘monitor’. At the end of thedebate, there was overwhelming supportfor the principle of ‘navigating navigator’but many delegates considered that it willbecome the norm for one person to bothnavigate and monitor. Ensuring that thebridge watchkeeper monitors only thenavigation and safety systems of the shipwill be a key challenge for the industry. Itis vital that extraneous monitoring of otheralarms should not detract the navigatorfrom their primary duties.

It was further noted that it is essentialthat seafarers should have good seamanship

To be true to my New Year resolutionto comment regularly on thevarious IMO meetings the followingis a report on the various sub-

committee meetings to the beginning ofMarch attended by the NI staff and volunteerdelegates.

By March 2011 four IMO sub-committeemeetings and one intersessional meetinghad been held. These were:1. Sub-committee on Stability, Loadlines &Fishing vessels (SLF 53) 10-14 January.2. Sub-committee on Standard of Training& Watchkeeping (STW 42) 24-28 January.3. Sub-committee on Bulk Liquid & Gases(BLG 15) 7-11 February.4. Sub-committee on Flag StateImplementation (FSI 19) 21-25 February.

The intersessional working group heldbetween 15-18 March was a continuation ofa working group from last year on the trickysubject of lifeboat release hooks which wasattended by Captain H Gale from NI HQ.

SLF 53The Sub-committee on Stability, Loadlines& Fishing Vessels, being the first sub-committee meeting of the year was wellattended. Some of the outcomes of thework were;� The introduction of a mandatoryrequirement for either onboard stabilitycomputers or shore-based support onpassenger ships has been sent to theMaritime Safety Committee (MSC) foradoption. This would involve an amend-ment to Solas regulation II-1/8-1.

skills that are not over reliant on technology.Delegates expressed concern over the lackof basic seamanship on board and agreedthat emphasis should be placed on the firstprinciples of navigation.

A working group was established to consider the development of an e-navigation strategy taking these pointsinto account. The sub-committee thenapproved the report from the workinggroup and sent it to the chairman of thecorrespondence group on e-navigation.The correspondence group’s report willnow be finalised and presented to the Sub-committee on the Safety of Navigation(NAV 57).

BLG 15Bulk Liquid and Gases (BLG) was the nextsub-committee, attended by two volunteerdelegates, Captain Stephen Gyi from theUK and Captain Karsten Bruenings fromGermany, in addition to the regular IMOdelegation.

This is a technical committee whichdemands a high degree of expertise. It istherefore useful having someone such asCaptain Gyi available for this meeting ashe has considerable knowledge of thesubject. The NI took part in a workinggroup on the Code of Safety for ships usinggas or other low flash-point fuels withproperties similar to LNG.

Other items discussed were thedevelopment of a ballast water managementcircular on ballast water sampling andanalysis protocols. A working group was setup to look at this and a correspondencegroup was tasked with developing it furtherand to report back at BLG 16.

One important agenda item was amend-ments to Solas to mandate enclosed spaceentry and rescue drills. There was a robustdiscussion on whether the drills should bemandatory or should be part of the ship’sISM code. In general there was moresupport for making the drills mandatory.The co-ordinating sub-committee on thissubject is the Dangerous Goods, SolidCargoes & Containers (DSC.) Membergovernments and international organisa-tions must therefore submit proposals onthis matter to BLG 16 which will take intoaccount the outcome of DSC 16.

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Seaways May 2011 23

In another intervention, the NIreiterated that oxygen meters are notcompulsory on all ships, and it is notpossible to test the atmosphere on anyenclosed space without them. Entry intoenclosed spaces therefore demands strictguidelines which must be adhered to.

FSI 19The Flag State Implementation Sub-committee (FSI) delved right away into thesubject of piracy. Antigua & Barbuda gavea report on one of their flag ships beinghijacked. The Cook Islands made apassionate intervention regarding the useof the Best Management Practice 3 (BMP3),a guide to deter piracy produced by theInternational Chamber of Shipping,Intertanko, Intercargo and many otherindustry organisations. The Cook Islandssaid that BMP3 should be made mandatoryas many ships transiting waters affected bypiracy are not adhering to these guidelines.

The subject of mandatory reports underMARPOL was discussed and the followingstatistics are interesting:� There were eight incidents of spillagesof 50 tonnes or more. The types ofsubstances spilled were heavy fuel oil,synthetic fluid and bilges.

� 338 spillages of less than 50 tonneswere reported. In almost all cases thesubstance concerned was oil.� There were 380 other alleged cases,mainly spillages of oil and sewage exceptin one case of garbage.� Port State Control authorities boarded40,265 ships in 2009. The total number ofships detained in port or denied entry was392 or 1 per cent of those boarded.

Many ports still do not have adequatereception facilities. The United Kingdomas a port state had submitted two reportson actions taken on alleged inadequaciesof reception facilities. No other reportswere received.

The committee also discussed hours ofrest on board ships. A paper submitted byAustralia advised that Port Stateinspections noted four main areas of noncompliance:1. Hours of rest are not complied with inport, resulting in watch keepers on dutyfor departures and first sea watches notbeing adequately rested.2. Records of hours of work/rest are notmaintained.3. Records of hours of work/rest do notaccurately reflect the actual workingarrangements and4. The Safety Management System of the

ship is deficient in ensuring compliance.This came as no surprise to the

mariners attending the plenary session. Itis hoped that the Manila Amendments tothe STCW Convention and Code whichharmonise the hours of rest requirementswith the Maritime Labour Convention(MLC) 2006 will result in an improvementto reporting and to the actual hours ofwork/rest for mariners.

As the Manila Amendments to theSTCW Convention will come into force in2012 prior to MLC 2006; this will allowearlier implementation of the provisions onhours of rest. Delegates were thereforeinvited to identify areas that might requirefurther harmonisation between the STCWConvention and MLC 2006 in order to makefurther submissions to the Maritime SafetyCommittee.

Two more meetings were held in March2011; the Sub-committee on RadioCommunications and Search and Rescue(COMSAR) and Sub-committee on Designand Equipment. A full report on thesemeetings will appear in Seaways nextmonth.� Should anyone require furtherinformation on anything in this articleplease contact John Dickinson [email protected]

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Seaways May 201124

Captain Harry Gale FNITechnical Manager

Lifeboat on-load hooksProblem solved – or is it?

GuidelinesIn summary, each type of lifeboat releaseand retrieval system (of which there areabout 80) will undergo a design review tocheck that it complies with the amendedLSA Code. If the system is found to be non-compliant with the code, it must be eithermodified to comply with the Code orreplaced. After a successful completion ofthe design review, a performance test willbe conducted in accordance with theguidelines. Should any part of the lifeboatrelease and retrieval system fail at anystage, the design will be deemed to be non-compliant and reported as such. Allevaluations should be completed and theresult of these evaluations submitted to IMOby 1 July 2013. After this, each system onboard every vessel of a type found to becompliant will be subject to a one-timeoverhaul examination. This examinationwill also verify that the ship’s system is ofthe same type that passed the evaluationand is suitable for the ship. If theexamination is successful, the system is ‘fitfor purpose’. If found non-compliant then itmust be replaced or modified not later thanthe next dry-docking after 1st July 2014 andin any case not later than 1st July 2019.These dates still have to be ratified at MSC.

While we welcome these guidelines as amuch improved version of those proposedlast October, there are still some issueswhich were not fully addressed. The ILGpaper presented in October was seen astoo detailed for the flag state delegates toconsider. This time, the ILG paper, whichhad been couched in more generic terms,was considered not technical enough.

While the ILG considered that theworking group should be focused on whatthe mariner wants a hook to be – that is, itshould be stable and remain closed underload, it should open when you want it toopen, and remain closed when you want itto be closed – the flag states were moreconcerned with implementing a robust andaccountable test regime for existing hooks.

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

Members will recall the marineindustry’s dissatisfactionwith the proposed guidelineson the evaluation and

replacement of lifeboat release andretrieval systems at IMO last year(Seaways Dec). At the Maritime SafetyCommittee (MSC) meeting in December, theDE sub-committee were asked to look at theguidelines again, take into considerationthe views of the industry and also to look atthe amendments to the Life SavingApplicances Code (LSA) and Solasregulation III/1.5. These issues werediscussed and debated at length at the IMOin March over three days at anintersessional working group and threedays at a working group at DE 55.Consensus was finally reached andrecommendations for guidelines andamendments were forwarded to the nextmeeting of the MSC in May for discussionprior to approval and adoption.

the phrase ‘a stable hook’ in theguidelines. In the debate, one delegatequestioned the stance of the UK on theissue of stable hooks – it was after all theUK who commissioned ‘RESEARCHPROJECT 555 Development of LifeboatDesign’ and introduced it in earlier DEmeetings. The 555 report concluded that‘some designs of on-load hook can bedescribed as unstable, in that they have atendency to open under the effect of thelifeboat’s own weight and need to be heldclosed by the operating mechanism. As aresult, there is no defence against defectsor faults in the operating mechanism, orerrors by the crew, or incorrect resettingof the hook after being released. It isentirely inappropriate for a safety criticalsystem (ie an unstable design of on-loadhook) to be catastrophically susceptible tosingle human error. However, researchhas clearly indicated that a stable hookdesign is achievable’.

The UK now appear to have performeda 180° turnround, voicing their disapprovalat allowing the word ‘stable’ to be in theguidelines. We find it strange that the UKappears to be ignoring this aspect of thereport. In the end the only mention of hookstability is in the amendments to the LSACode: ‘to provide hook stability, the releasemechanism shall be designed so that, whenit is fully reset in the closed position, theweight of the lifeboat does not cause anyforce to be transmitted to the operatingmechanism.’

VibrationThe ILG considers that defects and faults inon-load release systems are due to acombination of wear, vibration,misalignment or unintended force within thehook assembly or operating mechanism,control rods or cables of the system.However, the group accepted that testing forthese combinations is not possible, and itwas agreed to conduct the tests in sequence.

The ILG paper noted that vibration is asignificant cause of unexpected hookrelease. This observation was supportedby some members of the working group,including some manufacturers who were

Lifeboat hook failures have caused deathand injury to seafarers for too long nowand mariners have lost confidence in usinglifeboats in training drills. The IndustryLifeboat Group (ILG) in which The NauticalInstitute is an active participant, was setup to address the concerns of themaritime industry on the issue of lifeboatsafety; to identify features of existingsurvival craft and associated systems forwhich remedial measures are required;and to provide clear recommendations toIMO. This we have achieved throughpapers submitted to the Design andEquipment Sub-committee (DE)

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Featureaware that vibration did have somesignificance, but were not able to say howmuch. Certain flag states (in particular theUK, again) were not happy with this –why? They maintain there is no evidence ofvibration being a cause of lifeboataccidents, despite one observer producingan accident report involving a rescue boathook failure where ‘it was found that at allloads the hook would open under theeffects of vibration’. After a lengthy debateit was considered that there was notenough vibration expertise in the groupand so all reference to vibration wasremoved. Member governments andinternational organisations are asked tosubmit information on this matter forfuture consideration.

Fall Preventer Devices (FPD)The ILG proposed that FPDs should bemade a mandatory requirement in theinterim, and the working group agreed thatthere was an immediate need for use ofFPDs. However, as making therequirement mandatory would take sometime and the need is immediate, it wasagreed to include recommendations for theuse of FPDs in the guidelines as an interim

solution. Accordingly, they now read:‘Member Governments are strongly urgedto ensure that all ships fitted with on-loadrelease systems for lifeboats, are equippedwith fall preventer devices as per theseguidelines (and MSC.1/Circ.1327) from theearliest available opportunity.’

The ILG and several flag statesproposed that secondary safety devicesshould be incorporated in the design ofnew hooks. Lifeboats are one of the fewlifting/lowering devices – if not the onlyone – which do not have a secondary safetysystem; that is, a back-up in case thedevice fails. The various safety/lockingdevices much trumpeted by themanufacturers are a primary system, not aback-up system.

Most lifeboat accidents occur when theboat is being recovered from the water. Apin which can be easily inserted throughthe hook would confirm that the hook hasbeen properly re-set. If there is difficulty ininserting the pin, the hook is not setcorrectly, and the boat should not be lifteduntil it has been set correctly. Similarly, ifthe pin cannot be easily removed beforelowering, then the hook has becomeunstable and the pin should not beremoved until the weight has come off the

falls when the boat is in the water. Thissecondary safety device would restoreconfidence in the LSA Code and wouldimprove safety during training drills.

The working group discussed theconcept of these secondary safety systems,but the majority felt that it could not beconsidered at this time and should beconsidered at a future session.

Fit for purposeThe outcome on guidelines for evaluationof existing lifeboat release and retrievalsystems and the amendments to the LSACode and SOLAS are probably as good aswe are going to get from the deliberationsof this sub-committee. They are muchimproved versions of those put forwardlast October, but we are still concernedthat the effects of vibration could prove tobe a significant factor in device failure. Itwill be interesting to see how many of theexisting lifeboat release and retrievalsystems are reported to IMO as havingfailed the design review and performancetest. In the meantime we urge you to fitFPDs to your existing on-load lifeboatrelease and retrieval systems until theyhave been certified ‘fit for purpose’.

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Seaways May 201126

Dr Barrie Jones CBEChief Executive Officer, Mines Rescue ServiceAdam Allan MBAHead of Mines Rescue Marine Division

The Mines Rescue Service is a rescue and trainingorganisation specialising in enclosed spaces in allindustries – not just mining. Recently we have examinedthe potential for our expertise to be related to enclosedspaces in the maritime industry. A series of shipboardvisits have been undertaken where potential problem areas were identified, solutions proposed and rescue drills carried out. This article examines some of thefindings from these visits, in particular the techniques and equipment which may be utilised for casualtyextrication on board ship.

Enclosed Space Problemsin the Marine Industry

room and of course double hulls, wingtanks and double bottoms. Otherproblematic areas which are perhaps not soobvious are the paint locker, refrigeratorunits and those spaces that can quicklychange from safe to dangerous.

The Mines Rescue Service wasformed as a result of thesubstantial loss of life in coal minesduring the latter part of the 19th

century. It was noted that the predominanceof fatalities was not due to the initiating fireor explosion but to the devastating effects ofvarious gases permeating the mineventilation system. Since then The MinesRescue Service has developed into theforemost enclosed space rescue and trainingcompany in the UK. It has expanded to coverall industries where our specialist knowledgein enclosed spaces may be utilised.Operating from six regional training centres,we are involved with fire brigade training andother emergency rescue services, whilesupporting many companies in the utility,chemical and power sectors.

Areas of riskThe whole of a ship inside thesuperstructure is an enclosed space. Inmany cases, we are dealing with enclosedspaces which are themselves within anenclosed space. The areas which areparticularly problematic for rescue are thechain locker, engine room, fore peak, pump � Figure 1: Entry hatch

What all these areas have in common,irrespective of the degree of risk they poseand subsequent difficulty of rescue, is theirpotential to cause serious injury to anentrant if the correct procedures are notimplemented to control the risks.

PreparationIn the UK, legislation was enacted to protectall persons when entering, working in andexiting a confined space (enclosed space) inthe event of an emergency. The commonthread is that adequate training shouldalways be undertaken prior to entry intoenclosed spaces. It also highlights the needfor personal protection, in that entrantsshould be aware of the environment beforethey enter the confined space, monitor theair quality, communicate frequently andcarry escape breathing apparatus, if thesituation does not merit wearing an opera-tional breathing apparatus. Additionally,rescue equipment and manpower should be‘immediately available’ to deploy in theevent of an emergency. This could includebreathing apparatus, rescue stretcher,mechanical winch (and anchorage point preset), oxygen resuscitator, first aid equip-ment and any other specialist equipmentdeemed necessary for that particular entry.

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Rescue from a doublebottomThe single most challenging situationaboard ship is perceived to be rescuing acolleague from a double bottom. Thisrequires both a horizontal and verticalextrication. Problems include height andwidth restrictions, and lightening holesbetween tank bays that substantiallyincrease the difficulty of a rescue byimpeding free lateral movement.

The scenario consisted of a man whowas injured while carrying out aninspection in the double bottom area of theship. During our drill session we simulateda live casualty with lower leg injurieslocated several bulkheads inward of theaccess point. The exercise involved thelocation, treatment and transportation ofthis casualty from the double bottom to theship’s upper deck.

The three man rescue crew began bysetting up a tripod and winch system onthe upper deck above the access point intothe hull. The entry hatch was oval in shapeand measured approximately 420mm x600mm.

From here the crew travelled throughthe hull to the entrance to the doublebottom, which was of similar dimensions tothe deck entry point. Descending a shortladder, they entered the double bottom,testing the atmosphere as they progressed.On locating the casualty, one rescuerchecked the casualty’s condition while theremaining two prepared the stretcher.When appropriate, the casualty wassecured into a rescue stretcher (Figures 2and 3).

The exercise concluded by transportingthe casualty through the hull of the ship toa position below the deck access hatchwhere the stretcher was attached to amechanical winch system and raisedvertically onto the deck.

This exercise proved to be particularlychallenging, predominantly due to thelightening hole dimensions which limitedthe movement of the stretcher. It wasfound that:� fitting a rescue harness to the casualtyassisted with the manual handling process;� transporting the casualty head first wasadvantageous;� the positioning of the rescuers inrelation to the casualty was of paramountimportance;� forward planning was an essentialelement of this rescue;� team work and effective communicationwas an essential component of success.

Given our unfamiliarity with theenvironment, a second exercise wasundertaken which improved both ourefficiency and casualty extricationtechniques, thereby reducing the timetaken significantly.

Rescue from a tankNo 4 tank is accessed via a raisedrectangular bolted hatch located on thelower deck. A restrictive oval entrancemeasuring approximately 600mm by400mm is incorporated into the hatch. Thisallows entrants to penetrate the tank bydescending a fixed ladder to the steel floorof the upper compartment. Access to thelower compartment is gained through asimilar sized oval aperture, slightly offsetfrom the deck hatch, and a second verticalfixed ladder. The upper compartment is 1 metre broad by 5.5 metres deep, andapproximately 7 metres wide. The lowercompartment is 0.92 metres broad by 5 metres deep, and approximately 7 metres wide. Movement in the lowercompartment is further restricted by a300mm pipe located 1.3 metres from thefloor and a 100mm pipe located 4 metresfrom the floor. Both pipes run across thecompartment and are attached tobulkheads on opposite sides (Figures 4and 5).

The rescue scenario consisted of a manwho sustained lower leg injuries whileworking beneath the 300mm pipe situatedin the lower compartment. He subsequentlycollapsed between the steel strengtheningwebs under the pipe, causing further accessdifficulties. When located he was sittingwith his back to the bulkhead opposite thefixed access ladder. He remained consciousthroughout the exercise.

Two rescuers entered No 4 tankmonitoring the atmosphere and runningout a fixed wire communications system asthey progressed. Meanwhile, a thirdrescuer erected a tripod on deck andattached a 37 metre winch system. Asthere were no height restrictions, thetripod was erected to full extension.Having descended both ladders andlocated the casualty, one rescuer climbeddown to assist the casualty from beneaththe pipe while the second rescuer pulledthe casualty upward and over the pipe.

Meanwhile, the third rescuer loweredthe prepared rescue stretcher from thedeck into the lower compartment. Therescue stretcher was then positionedbehind the casualty and both rescuerssecured the casualty to the stretcher in anupright position (Figures 6 and 7).

The stretcher was then attached to the

� Figure 2: Casualty manhandled onto stretcher

� Figure 3: Casualty on rescue stretcher

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

� Figure 5: Access to lower compartment

� Figure 6: Casualty located under 300mm pipe

� Figure 7: Rescuers attaching the casualty tostretcher


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Seaways May 201128

winch system and the casualty, supportedby both rescuers, was lifted from behindthe pipe and manoeuvred toward the lowercompartment access hatch. One of therescue party climbed into the uppercompartment prior to raising the casualtyin order to assist in guiding the stretchertop and bottom (Figures 8 and 9).

The access hatch, although snug,allowed the stretcher and casualty to beremoved comfortably into the uppercompartment. Positioning the casualty’sarms above his head assisted in thatprocess.

Once into the upper compartment, thecasualty was stabilised while bothrescuers again changed position to ensureease of movement to deck level. Thecasualty was finally winched through theupper compartment access and onto theship’s lower deck (Figure 10).

This rescue proved to be morerestrictive than the previous exercise, inthat the positioning of pipes and generaltank width limited movement. Here, wefound that:� Two rescuers were the optimumnumber in this instance;� communication between deck andrescuers played an important part as theopened stretcher had to be lowered intoplace when required;� modifying the casualty’s position on thestretcher assisted in the extricationprocess;� again, correct positioning of therescuers, one above one below, during therecovery operation was essential;� a ‘bottom lift’ was required to give theadditional height clearance to get thecasualty out of the tank.

Rescue from a pump roomThe ship’s pump room is accessed from theupper deck via a hinged rectangular doorand has four internal decks extending fromthe upper deck to the ship’s hull. Eachinternal deck is constructed of open metalgrating with an inclined ship’s stairwellleading to the next level. All walkways onall levels have hand rails fitted. The lowestdeck is fitted with 6mm steel anti-slip floorplates. Beneath the deck plates in the bilgearea are several large bore pipes andvalves with bulkheads containinglightening holes to aid access into the moreenclosed space of the bilge.

In this exercise, a casualty was injuredwhile painting inside the bilge. He wassemi-conscious and in need of immediateevacuation. The drill was initiated whilethe team were viewing the bilge area andhad no rescue equipment to hand.

The rescue team formed up, discussed aplan of action and gathered all relevantrescue equipment from the upper deck. A37 metre winch was attached to a suitabletemporary anchorage point, and a rescuestretcher opened and laid out on the lowerdeck plates ready to receive the casualty.At the same time, one of the rescuepersonnel entered the bilge carrying arescue harness and gas monitor. Theatmosphere was checked and rescueharness fitted securely to the casualty.

A second member of the rescue crewclimbed into the bilge and assisted with thehorizontal removal of the casualty from theenclosed space (Figures 11 and 12).Manually handling the casualty out of theenclosed space was made easier by havingone rescuer inside and one rescuer outsidethe enclosed space to receive the casualty.Once the casualty had been eased out of theenclosed space, his harness was attached tothe winch and slowly and carefully raised tothe lower deck, guided by both rescuers,(Figure 13). At lower deck level, thecasualty was laid onto and secured into therescue stretcher in preparation for phase 2of the exercise.

The second phase of the exercise wasdifficult and arduous as it consisted oflocating (or manufacturing) anchoragepoints at each subsequent deck level,securing the winch and lifting the stretcherup each stairwell while being guided bytwo rescuers. On each occasion, the winchcable was attached to the head end of therescue stretcher and the stretcher pulledup the inclined stairwell. We endeavouredto have three points of contact with thecasualty at all times in order to preventany lateral movement of the stretcher.

As the stretcher and casualty reachedeach level in turn, it was found easier tomanoeuvre the stretcher manually towardthe next lifting position where it was re-attached to the winch and the liftingprocedure repeated. The exerciseculminated with a final lift onto the topdeck. This was the most difficult part ofphase two as the stairwell terminated nearthe entrance door and there was nosuitable anchorage point. The final lift wasachieved by means of attaching two stropsand karabiners to the head end of thestretcher and heaving from the top whilethe third rescuer lifted and pushed thestretcher from below. The stretcher was atall times stabilised by the rescuer situatedbelow the stretcher, preventing lateralmovement. The exercise concluded whenthe casualty was transported onto theupper deck through the access door.

� Figure 8 and 9: Casualty being raised into uppercompartment

� Figure 10: Casualty being recovered onto main deck

� Figure 11: Harness fitted and casualty removedthrough lightening hole

� Figure 12: Casualty assisted out of bilge

� Figure 13: Casualty hoisted to lower deck


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Seaways May 2011 29

This proved to be the most physicallyarduous rescue, in that the casualty had tobe removed from the bilge and liftedvertically onto the bottom deck prior tobeing lifted a further three decks to themain deck. In this instance we found that:� fitting a ‘rescue harness’ to the casualtywas advantageous;� lack of suitable anchorage pointslimited progress;� inclination of ladders and narrowwalkways limited progress;� The use of only three rescuers made theexercise physically demanding.

Common problemsFollowing each exercise we held a de-briefing session with all involved. Whileeach of the exercises presented their ownunique problems, many points werecommon to all three rescues. � Rescuers must be aware of the risksposed by preconceptions. The areas whichare obviously enclosed are not always themost dangerous. For example, the pumproom poses considerable risk despite beingopen, light and large in volume. Always bemindful that the area behind sealed doorsmay contain invisible risks such as gasesand fumes from a variety of sources.Continuous checking of the atmosphereand an awareness of the workingenvironment is essential when working insuch spaces. It is vital that this awarenessis imbued through training.� Tripods are frequently used as portableanchorage points by rescue teams ashore.On the ships in general, suitableanchorage points for attaching liftingequipment were limited. The tripod systemused provided stability, height versatilityand matched the requirements of themechanical winch system.� The rescue harness used in each of theexercises proved invaluable to therescuers as a means of manually handlingand lifting the casualty. The harness wastaken in with the rescuers and fitted to thecasualty, as existing shipboard practicegenerally precludes the wearing ofharnesses by seafarers when enteringthese spaces at sea. � Portable lighting was worn on thehelmet. Unlike a hand torch, which wouldseem to be more generally used, thisallowed the rescuers to locate the casualtyand view the surroundings while leavingboth hands free. � The flexibility of the stretchers usedduring the exercises allowed the rescuersmore scope when dealing with the differentsituations. Both types of stretcher wereversatile and allowed for a horizontal aswell as a vertical rescue.

� Communication in any rescue situationis invaluable. Two systems were employed(one radio and one hard wire) allowingrescuers and those on deck to maintaincontact during the various exercises. � Access points to the enclosed spacessuch as manholes, are very restrictive,with some measuring only 420mm x600mm, therefore, rescue personnel had tobe pre-selected for the exercise. � All exercises were undertaken in afresh air environment. Should the use offull breathing apparatus be required thiswould undoubtedly extend the extractionprocess owing to the difficulty of enteringthe various compartments and lighteningholes given the physical size of BA sets ingeneral use on board ships.

Equipment appraisalThere is no doubt that the equipment usedfor these exercises was fit for purpose andthat any rescue from an enclosed spaceonboard would benefit from the availabilityof the following equipment:� Winch/hoist system – the design of theequipment lent itself well to the tasksasked of it and made lifting a heavy weightmuch easier. � Tripod – although of limited use, thismade a good anchorage point in the firstand second exercises and would beessential for open deck situations. � Communications – an essentialcomponent of enclosed space equipment,the combination of hard wire and radioworked well, each with their own merits. Inthe case of the radio system, the head sethad the added advantage of being handsfree.� Rescue stretcher – the paraguardstretcher was used for each exercise. Itwas versatile and ideally suited to bothvertical and horizontal rescue scenarios.� Portable lighting – the enclosed spacesfound on board were either totally dark orpoorly lit. Head lamps were essential.� Rescue harness – the rescue harnessgave another dimension to the rescue byallowing both horizontal and verticalextrication, as shown in the third exercise.

Recommendations� Hands free communication equipmentand personal portable lighting wereundoubtedly advantageous and should beadopted as standard when enteringenclosed spaces.� Adjustments should be made to thestretcher lifting point for the final lift inorder to gain the additional heightnecessary to clear tank entry points.

� The dimensions of lightening holesmake access difficult, let alone rescue.Consideration should be given to crewaccess and safety when designing tanksand enclosed spaces.� There are not enough suitable andspecific anchorage points. Moreconsideration should be given to casualtyevacuation at the design or modificationstages.� Although only limited numbers ofrescuers could work in some extremelyenclosed spaces, additional help should bemade available at the point of exit to assistwith any rescue operation when in a safeenvironment.

For the sake of brevity we havedocumented only three exercises here.However, we viewed many other enclosedspace areas in the ships and discussedpotential problems. Several of these spacesposed the same general problems of spaceand height restrictions outlined above.These were overcome by a combination ofour experience in implementing rescuetechniques from enclosed spaces and justas importantly by employing equipmentwhich is fit for purpose. With theshipboard experience gained by our rescueteams we have no doubt that effecting arescue from these environments will testthe ability of even the most experiencedseafarer.

Before any entry into an enclosed space,it is essential that the crew membersentering are adequately: � trained;� equipped;� protected in the event of an emergency.

If any of these three conditions have notbeen met, then those spaces should not beentered.

In conclusion we wish to acknowledgethe help and assistance given during ourship visits by both the dockyard andshipboard staff involved.

Enclosed spaceentry drillsThe heart of the problem is a lack of a properlyfunctioning safety culture on board some ships.Working groups at IMO have discussed how bestto address this problem. Two alternative solutionshave been proposed; either mandating enclosedspace entry drills through SOLAS, or incorporatingprocedures through the ISM Code.

The Nautical Institute has already garnered the views of some members and intends to submita paper on this issue to the IMO. Members areinvited to contribute their ideas on enclosed spaceproblems by e-mail to [email protected]


Seaways May 201130

lettersPiracy: a doublestandard?Congratulations to Seaways for devotingalmost the whole March 2011 issue topiracy. It was good to note that the IMOhas finally launched its action plan againstthe piracy scourge. The economic andhuman costs of this major problem are alsowell covered in the issue. However, therestill seems to be a lot of words and verylittle real action.

As of 27 March 2011, at least 43 vessels,two barges and several yachts areofficially in pirate ‘custody’ as are 674hostages, including several children. TheEU’s Navfor has openly admitted that amuch larger number of vessels andhostages are being held than is publicised.Pirate activity is increasingly expandingfurther and further out into the ArabianSea and wider Indian Ocean waters withthe use of more sophisticated ‘blue water’mother ships. Furthermore, there is alsonow increasing violence with a number ofhostages killed.

Only Indian, Korean and Chinese navalvessels appear to be prepared to takedrastic action. As Captain Kelso confirmsin his letter (Seaways March 2011) when Royal Navy vessels intercept piratevessels they convey the pirates safely backto Somalia as they are apparentlyprecluded from taking more drastic action– such as blowing pirate mother ships outof the water.

There appears to be a global doublestandard compared to the UN actiontaking place in Libya, where interventionby UN/NATO forces is justified by the UNSecurity Council in order to ‘protect’civilians. Yet almost nothing substantive isdone to protect civilians from the action ofSomali pirates. Why is there such adifferent approach? It appears that theLibyan political agenda greatly outweighsthe commercial and human agenda thatplays itself out on a daily basis off thecoast of Somalia.

Although the relatively unsuccessfulattempt by Navfor naval forces to controlpiracy in the region has been very costly,such expenditure is probably equivalent tothe cost of just three or four days of

military action in Libya. Furthermore, theeconomic cost of piracy is rarely taken intoaccount. In fact, the industry has adjusteditself to the costs involved and manyparties, other than the frontline pirates,are now making money out of the problem.

The reluctance of naval forces to takedrastic action is always predicated on thepossible danger to hostages when suchaction is contemplated. The IMO’s newaction plan is silent on how to overcomethis impasse, let alone how to mount aconcerted international ‘Libyan-style’operation. But this should not be toodifficult if there were the political will,perhaps sanctioned by the UN, to dosomething. For example, in Libya an airexclusion zone was established andsuccessfully enforced. Why not establish amaritime ‘no-go’ zone just outsideSomalia’s 12-mile Territorial Sea? Such azone could be relatively easily policed bythe large number of naval forces that arein the area. Nothing would be allowed toenter or exit the zone except throughclearly marked channels. Anything movingoutside these channels would be subject toimmediate attack. That means that piratevessels would be prevented from evengetting out to sea. Is this too easy, toodifficult, or am I missing something?

Professor Captain Edgar Gold AM,CM, QC, PhD, FNI, Brisbane, Australia

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For your diariesMay(05) UK, NE England Branch, Trinity House,Newcastle Branch AGM; Tel: +44 191 585 0200email: [email protected](12) UK, Solent Branch, James MathewsBuilding, Southampton Solent University,Southampton Pilot Portable Units andElectronic Charts; www.ths.org.uk(12-13) Turkey, Novotel Istanbul, KazlicesmeMah. Kennedy Cad., No:56 Zeytinburnu, 34025Istanbul, Turkey, 14th Annual European Manningand Training Conference; Tel: +44 (0)2070175511 email: [email protected](17) UK, North of Scotland Branch, 3-4 DeemountTerrace, Aberdeen, AB11 7RX, AGM 2011; Tel: 01224 649923 email:[email protected](17-18) Belgium, Hilton Antwerp Hotel, Belgium,Tugnology ’11; Tel: +44 (0)1225 868821 email: [email protected](17) UK, SW England Branch, Royal PlymouthCorinthian Yacht Club, Madeira Way, Plymouth,AGM followed by RFA and the Defence Review;Tel: 01752 405603 email: [email protected](18) UK, NE England Branch, RMR Tyne, Eveningmeeting – Joint with Marine Society and SeaCadets NE Region: Royal Navy PresentationTeam; Tel: +44 191 585 0200 email:[email protected](19) UK, Humber Branch, Blaydes House, 6 HighStreet, Hull, HU1 1HA, AGM 2011; Tel: 01482634997 email: [email protected]

June(02-03) Canada, British Columbia Branch,Marriott Hotel, Victoria, BC, Canada, NI AGMand Command Seminar: Vessel Managementand onboard roles – present and future; Tel: 604-290-6033 email: [email protected](02-03) Ukraine, Grand Pettine Business Hotel,Odessa, 7th annual conference, Practice ofMaritime Business; Tel: +38 0482 33 75 29email: [email protected](08-09) UK, Millennium Gloucester Hotel, 4-18Harrington Gardens, Kensington, London SW7 4LH,European Dynamic Positioning Conference;Tel: +44 20 8370 7799 email: [email protected], Member discount: 10%(09) UK, NE England Branch, South TynesideCollege, South Shields, Annual CadetsCompetition; Tel: +44 191 585 0200 email:[email protected](15-17) Poland Branch, Gdynia MaritimeUniversity, Faculty of Navigation 9thInternational Symposium on ‘MarineNavigation and Safety of Sea Transportation’TransNav 2011; Tel: +48 58 620-10-25email:[email protected](18 ) UK, SW England Branch, Royal WesternYacht Club, Plymouth, Nautical Institute 40thAnniversary - Celebration Dinner; Tel: 01752405603 email: [email protected]

p30 Letters_May11 20/4/11 15:36 Page 1

Nautelex

Seaways May 2011 31

David Patraiko FNIDirector of Projects

Guns in South AfricaThe upsurge of piracy in the Indian Ocean has ledto a significant increase in the number of shipscarrying security guards, guns and ammunition.While the guards often disembark in SouthAfrica after the vessels have sailed through the‘hotspot’ area off East Africa, the guns remain onboard to be removed at some other finaldestination. It is important that the vesselcomplies with South African regulationsconcerning weapons on board, includingapplying for a gun permit well before enteringport. Failure to comply can result in the arrestand prosecution of the master – and has alreadydone so in two recent cases.

Owners or managers must apply to the South African Police Service (SAPS) for a permit for ships to enter ports with weapons on board 21 days before the vessel’s arrival. The application must be accompanied bynumerous documents.

If the permit is granted, the master mustarrange for the guns and any ammunition to beremoved from the vessel and taken to a policelocker for safekeeping when the vessel berths inSouth Africa. The items will be returned to thevessel one hour before departure.

A variety of vessel interests have reportedlyappealed to the SAPS on the grounds that the 21-day permit application deadline is unrealisticand unworkable given the realities of spot marketchartering. Despite some initial indication offlexibility, at the time of writing the SAPS remainsunmoved and the deadline stands.

Changes to AIS use in highrisk areasAdvice on the use of AIS systems in piracy risk areas has been updated. The newrecommendations are intended to make surethat counter piracy naval operations have thenecessary data from AIS transmissions to trackmerchant ship positions in real time, enablingthem to mitigate the risk of piracy to merchantshipping.

Until now, advice from EU Navfor and Nato onAIS use in the Gulf of Aden and the surroundingarea has recommended that AIS transmissionwithin the Gulf of Aden be left on with restrictions.In those parts of the high risk area outside the Gulfof Aden, advice was that AIS should be turned offcompletely. This is in line with IMO ResolutionA.917(22), which states that ‘the master has thediscretion to switch off the AIS if he believes itsuse increases the ship’s vulnerability’.

Masters are now recommended to leave AIStransmission on across the entire high risk area asset out in BMP3. AIS transmission should continueto be restricted to ship’s identity, position, course,speed, navigational status and safety-relatedinformation. The decision on AIS policy remains atthe discretion of the master. However, if it isswitched off during transit, it should be activatedimmediately at the time of an attack.

World tradeFollowing the record-breaking 14.5 per centsurge in the volume of exports in 2010 worldtrade growth should settle to a more modest 6.5 per cent expansion in 2011, according toreports from the World Trade Organization(WTO). The sharp rise in trade volumes last yearenabled world trade to recover to its pre-crisislevel but not its long-term trend. WTOeconomists believe the recent series ofimportant events around the world lend a greaterdegree of uncertainty to any forecast.

The 14.5 per cent rise was the largest annualfigure in the present data series which began in1950 and was buoyed by a 3.6 per cent recoveryin global output. It was a rebound from the 12 percent slump in 2009, returning trade to the 2008peak level and to more normal rates of expansion.Nevertheless, the financial crisis and globalrecession continue to have an impact.

For 2011, economists are forecasting a moremodest 6.5 per cent increase, but there isuncertainty about the impact of a number of recentevents, including the earthquake and tsunami inJapan. If achieved, this would be higher than the6.0 per cent average yearly increase between1990 and 2008.

The factors that contributed to the unusuallylarge drop in world trade in 2009 may have alsohelped boost the size of the rebound in 2010.These include the spread of global supply chainsand the product composition of trade compared tooutput. Global supply chains cause goods to crossnational boundaries several times during theproduction process, which raises measured worldtrade flows compared to earlier decades.

p31 Nautelex May11.qxd 20/4/11 15:36 Page 1

Seaways May 201132

conferencesAction StationsCaptain Amol Deshmukh MNIThe continual growth in the frequency andaudacity of piracy attacks off Somalia hasfocussed attention on an importantancillary maritime industry – maritimesecurity providers. A number of thesegroups organised a two day conference todiscuss the challenges, options andprocedures for delivering professionalmaritime security in the current climate.The Nautical Institute was represented bythe Chief Executive Philip Wake FNI andCaptain Amol Deshmukh MNI.

Squadron Leader Dave Allen brought tothe table a highly promising propositionfor dealing with the problem, albeit anexpensive one. Having garnered severaldecades of experience on the RAF’sNimrod aircraft, he proposed using acommercial aircraft fitted with similarequipment to the Nimrods to practicallysanitise the route for vessels transitinghigh risk areas. Information gained fromthe flights would also be shared with otherauthorities.

Dryad Maritime Intelligence,represented by Karen Jacques, outlinedthe uses of intelligence from varioussources in combating piracy, particularlyinformation provided with a minimum timelag and on a near real-time basis.

RegulationMark Sutcliffe, director of MaritimeSecurity Review introduced the concept ofthe Security Association for the MaritimeIndustry (SAMI). This organisation is beingdeveloped to introduce a level of regulatorydiscipline and scrutiny to help identifywhich maritime security companies areboth reputable and reliable. Later in theconference, Red Cell Security, a foundermember of the International Association ofMaritime Security Professionals (IAMSP)made a presentation along similar lines,stressing the need for continualimprovement in security training standardsand service provision within the maritimeindustry. They are looking to work inconjunction with SAMI in this regard.

David Stone’s insight into theproliferation of illegal arms in use bymaritime security companies wasparticularly interesting, given the increasingcalls for the use of armed guards on boardvessels. He highlighted the importance ofensuring that weapons used to protect

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

Mariners’ experienceJohn Twiss of IMSA Ltd narrated hisexperience of retreating to a well equippedcitadel when his vessel was boarded bypirates. He reinforced the importance of asafe, secure citadel which provides meansto navigate the vessel, engine controls,external communication, refreshments and toilet facilities for the crew. This willgreatly assist the naval forces in re-takingthe vessel once the crew is confirmed to besafely in the citadel.

Amol Deshmukh’s presentationhighlighted the effects of piracy from amariner’s perspective and the role ofseafarers in mitigating the problem. Healso launched a healthy debate as towhether the carriage of armed guards onboard was justified.

Dealing with the consequencesDignity Hostage Survival provides a servicewhich is much needed in the shippingindustry today. Their primary activitiesinclude mentally preparing crew before ahijacking incident and providing post-incident counselling. They pointed out that

ship owners should remind themselves thatit is seafarers who run ships whichtranslate into profits and they owe this dutyof care to their crew. It must also be notedthat many kidnap and ransom policiescover expenses reasonably incurred forcounselling of crew.

Conrad Thorpe OBE of the SalamaFikira Group, which specialises in coordinating the release of hijacked vesselsand seafarers, looked at the impact ofpiracy on the economies and livelihoods ofEast Africa and the Indian Ocean Islands.

The legal and practical considerationsarising from a hijacking were consideredby Stephen Askins, a partner at Ince & Co.He carried out a root cause analysis as towhy piracy was born in Somalia and thelack of stable governance in the region. Healso debated the legality of private escortvessels using weapons to deter pirates.

The conference was a good platform forthose involved in the maritime securitybusiness to interact, understand theirroles and responsibilities and display theirlatest products. However, the root problemis still the lack of a stable government inSomalia. Until such time as there isenhanced political will to resolve theproblem, the industry will need to continueto find stop-gap measures.

p32 Conferences 20/4/11 15:37 Page 1

Seaways May 2011 33

Solent BranchCable-laying andcommunicationMembers gathered at the Southampton MasterMariners Club for a presentation on ‘TheInternational Internet – The Mariner’sContribution’ by Barry Peck FNI, a former cableship officer with a wealth of management andconsultancy experience in the field of submarinecable planning and maintenance, includingtransatlantic cable projects.

After a brief introduction to the worldwidenetwork of submarine cables, members were leftunder no illusion as to the difficultiesencountered during cable-laying. Bad weather,equipment failure and technical issues all needto be overcome on a regular basis. The repairand maintenance of submarine cables has itsown set of problems, and members weresuitably impressed by the fault finding andrepair techniques.

Careful project management is needed toensure the venture is successful. The input of anexperienced mariner before, during, and after theoperation is vital to ensure that adequateresources are deployed and safe workingpractices and procedures employed. Experientiallearning from each operation ensures that futureprojects can be optimally managed.

Few of us were aware that over 95 per centof intercontinental telephone and internetcommunications take place via submarinecables. The mariner’s contribution to oureveryday communications is significant and onethat many of us perhaps take for granted. Thecable layer, their crews and technical staffsurely deserve our utmost respect.

The Chairman thanked Barry Peck forsharing his sphere of marine expertise with theSolent Branch members.

Matt Winter FNI

Shetland branchPelagic fishingShetland Islands Branch members enjoyed twotalks during March.

John Goodlad, an industry expert, gave atalk tracing the evolution of the pelagic industryin the Shetlands. Pelagic is a term whichdescribes fish which tend to form dense shoalsin mid-water. In the Shetland context thismeans mainly mackerel and herring fishing.

Fishing has always been important toShetland; the pelagic sector now particularly so.The Shetland fleet of eight trawlers are eacharound 70 metres in length and 6-8,000horsepower. These vessels catch around 65,000tons of herring and mackerel each year. A largeportion of this is landed at Shetland Catch inLerwick which can freeze up to 1000 tons perday, and buys fish from Norwegian, Irish andScottish vessels in addition to the Shetland fleet.

Huge changes have taken place in bothtechnology and efficiency over the past fewdecades. Goodlad highlighted three importantissues affecting the pelagic industry today;

The way in which the industry is managedhas changed. In the past, fish only had a valueonce they were caught but with the introductionof the transferable quota system, which allowsfish quota to be traded, even uncaught fish nowhave a value. Indeed, the value of fish quota nowexceeds the value of the vessels in most cases.Tradable quotas have enabled consolidation totake place within the industry, resulting in asmaller number of profitable vessels. This is asystem used in many parts of the worldincluding Iceland and New Zealand.

Scotland has recently secured MarineStewardship Council certification for herringand mackerel, demonstrating that it is nowamong the best managed and most sustainablefisheries in the world. MSC is a globalorganisation which undertakes an independentassessment of the fisheries in terms ofsustainability and good management practices.

There is an ongoing dispute with Faroe andIceland over mackerel. Over the last few yearsthe mackerel stock has been moving furthernorthwards into Faroese and Icelandic waterswhere local fleets have been catching increasedquantities. The problem is that these catchesare not covered by the international mackerelagreement between the EU and Norway andcould pose a danger to the health of futurestock. It is therefore a priority that theinternational mackerel agreement is extended to

include Faroe and Iceland.The presentation was followed by a lively

question and answer session looking at both thecurrent situation and possible ways forward forthe industry.

Merchant Navy memorialThe second talk of the month was given byProfessor Gordon S Milne OBE. He explainedhow at the Remembrance Day Parade at theCenotaph in November 2008 he had reflected onthe lack of a memorial to merchant navypersonnel in Scotland.

By the end of 2009 much hard work hadresulted in the forming of the Merchant NavyMemorial Trust (Scotland) with HRH ThePrincess Royal agreeing to be patron. Seventeensculptors were asked to submit designs for thememorial, resulting in the selection of a designby Jill Watson.

A very busy year for the Trust followed withthe grand result of a parade, service ofdedication and unveiling of the memorial byHRH the Princess Royal on the 16th Nov 2010.This splendid memorial is sited in Tower Placein Leith, outside the Malmaison Hotel, whichsome may remember as the old Seaman’s Home.

Professor Milne went on to give an accountof the sacrifices made by the merchant navyover the years in times of both peace and war.He reflected that many of the British public arenow sadly unaware of this history.

More information on the Merchant NavyMemorial Trust (Scotland) can be found atwww.merchantnavymemorialtrust.org.uk

Jim Ratter MNI

Hong KongWhen the Balloon Goes UpAlmost 50 members and guests of the HongKong Branch gathered in February to hear JohnNoble FNI FIIMS give a presentation entitled‘What To Do When The Balloon Goes Up...andwhat preparation is useful’.

As general manager of the InternationalSalvage Union, and former chief executive of theSalvage Association, John is well-qualified topose the question and suggest possible answers.

p33-34 NI Log 20/4/11 15:38 Page 1

Seaways May 201134

He began by defining a major casualty as anincident where the response and managementwill involve local and national coastalauthorities, plus the flag state, classificationsociety, P&I Club, H&M, charterers and cargointerests, among others.

To prove that old salvage adage ‘a majorcasualty is like an elephant - hard to describe,but you’ll know one when you see one’, Johnthen displayed a range of casualty photographsdemonstrating just how much can go wrong. Healso showed a diagram illustrating whichorganisations or individuals may descend uponthe unfortunate vessel, and identified more than40 possible attendees.

John gave a brief overview of initialresponse procedures and the importance of asound media policy before turning his attentionto international conventions and their effect oncasualty response. In particular, he dealt withthe new OPRC Convention and what it requiresof ships and governments. He made the tellingpoint that post-incident analysis of ISMcompliance will be of interest to a number ofparties and any non-compliance which werecausational may prejudice the outcome ofsubsequent legal action. He also warned of thepossible effect of the ISPS code, which cansometimes result in extended response times,difficulties in clearing-in vital equipment andobtaining passes and even harassment by localmilitary or ‘homeland security’ personnel.

After covering the revised OPA-90 salvagerequirements, the prerequisites for professionalsalvors and requirements of responders, hepointed out the importance of knowing who is incharge. The SOSREP system in the UnitedKingdom has been a great success, but fewcountries have had the courage or foresight to

implement a similar system, so overallcommand may lie with a captain of the port, or aharbourmaster, or even with the police or themilitary. Not knowing who wields the ultimatepower can ruin your entire day.

Finally, John described the newISU/Nautical Institute Casualty ManagementGuidelines, which should be published in Marchnext year. These will play an important role ineducating all parties involved in a salvagesituation about the role and responsibilities ofall the other parties, and will demonstrate theimportance of pre-casualty training andauthentic drills.

John Noble concluded his talk with thedepressingly accurate statement that successwill be judged as much by how well you handlethe media as how well you handle the casualty.

Needless to say, there was a lively questionand answer session, which continued over thebuffet after the talk.

Captain Alan Loynd FNI

UkraineBallast Water ManagementtrainingThe first phase of Ballast Water Managementtraining in the Ukraine took place from 21-25February in Yuzhny. Over 40 delegates fromstate and private ventures participated in theevent, which was organised by the EuropeanBank of Reconstruction and Development, usingtraining packages from the IMO. Allarrangements were made by Royal HaskoningCompany and their local partner InternationalLegal Service.

The Ukrainian branch of The NauticalInstitute was well represented in this forum byAlex Sagaydak FNI, who was one of theinstructors, Professor Vladimir Torskiy FNI,Prof Vladimir Sharapov MNI, Dr. YevgeniyBelobrov MNI as trainees and Artur NitsevichMNI, who represented one of the hostcompanies. Dr Jose Matheickal, head of IMOTechnical Cooperation Division took part in thetraining session. In addition, IMO experts DrStephan Gollasch, Roman Bashtanny and DrViktoria Radchenko attended as instructors.

All four days of the seminar were full ofinformation and interesting discussions. Thetraining sessions were not only beneficial to theparticipants, but also gave the instructors agood opportunity to learn about the localsituation. The week finished with a role playingexercise. The participants were divided into fourgroups, with each group tasked to createnational strategy and develop an emergencyresponse for a ballast water problem in ahypothetical country. Members of the groupwere given duties as a minister of thegovernment, director of a big private industrialventure or the head of a public organisation.The winners received a prize from Dr. JoseMatheickal.

The seminar received good feedback fromIMO and EBRD representatives. The secondphase of BWM training is already scheduled forOctober, and we hope it will be even moreinteresting than the first.

Captain Alexander Sagaydak FNI

LettersNI Log

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p33-34 NI Log 20/4/11 15:38 Page 2

Seaways May 2011 35

People

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

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

Congratulations to Captain Eion Lyons,Fellow, who has been promoted to managingdirector of Union Transport Group.

Congratulations also to Captain GurpreetSinghota, Fellow, who received the LifetimeAchievement Award at Sailor Today’sSeashore Awards 2011 in India.

New membersThe Membership Committee has nominatedthe following for election by Council:*Signifies members who have rejoined

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

Sad though we are that Claire Walshhas decided that it is time to retire asEditor of Seaways, we are delightedto welcome Lucy as the new Editor ona full time, in-house basis in thePublications Dept. It is intended thatthis change of working arrangementsfor Seaways will also give us somespare capacity to develop newperiodical publications under Lucy’seditorship as well as adding herexpertise to the books and otherpublishing work under theDirectorship of Bridget Hogan.

Lucy has some eight years ofexperience in maritime journalismand publishing having previously beenthe editor of The Baltic and WorldBunkering as well as contributingfeature articles to Fairplay andSeatrade. Her previous employmentas a legal assistant no doubt stoodher in good stead as Deputy Editor ofThe Maritime Advocate as well as itsonline version, and the latterexperience is likely to prove usefulhere as we move towards a digitalversion of Seaways and otherproducts.

Welcome to Lucy Budd

Fluent in French and German,Lucy worked in Germany for 3 yearsand brings these additionallanguages to our already multi-lingual staff which will be welcomenews to our members and clientsaround the world whenever they mayfind difficulty in expressingthemselves in English. Her interestsinclude sailing, always a good start ina maritime office, travel (an asset forthe job), singing, walking andmountain biking so we will be able tosave on transport costs. We are surethat the membership will soon haveas good a rapport with Lucy as theyhave enjoyed with Claire.

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Seaways May 201136

ObituaryPeter James Bishop MNIPeter James Bishop was born in 1933 inWoolwich, London. He spent the early partof his life in India with his parents as hisfather was in the RAF. The family returnedto England just after the end of World War 2and eventually Peter went to HMSWorcester, the well known Merchant Navycadet training ship, having enjoyed his earlyexperiences of travelling overseas.

Peter’s sea-going career included sailingfor Ellerman’s Wilson Line, Ellerman CityLiners and latterly command aboardDenholms’ car carriers which took him tothe Far East to load cars and bring themback to Europe. On his final trip he had aheart attack – fortunately whilst in port inFinland – putting an end to his sea-goingcareer after 42 years.

He settled well into life ashore butalways maintained a strong interest inmatters maritime. He joined The Nautical

Institute (Humber Branch) Committee andwas soon appointed Hon Treasurer, a posthe held for some 11 years prior to hisunfortunate passing. He also served theRNLI as a box collector, being recognisedwith the award of the Silver Badge last yearfor the money he had raised. He became achurch warden, a job he thoroughly enjoyedand which kept him very active.

Peter and his wife Irene were married in1956. They have two children; a daughterJoanne and son Jeremy.

Peter was a very kind and caring man,always willing to help others, and with aninfectious sense of humour. He will be sadlymissed by his many friends within TheNautical Institute, who extend sincerecondolences to his family. The HumberBranch intend to hold a summer visit to thelocal RNLI Lifeboat Station to honour thememory of Captain Peter Bishop MNI.

Richard A Coates FNI

UK £33.25 each plus £2.00 p&p plus VAT= £42.30EEC £33.25 each plus £5.00 p&p plus vat= £45.90

Europe non EEC £33.25 each plus £5.00 p&p= £38.25Rest of the world £33.25 each plus £7.80 p&p= £41.05

Please allow approximately eight weeks for delivery and send cheque with order to: C.H. Munday Ltd, Rosemary Cottage, Churt Road, Headley, Bordon, GU35 8SS, UK

Tel: +44 (0)1 428 714971 Fax: +44 (0)1 483 756627[email: [email protected]]

NAUTICAL INSTITUTE WALL PLAQUES

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

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

Upgrade to MemberHughes, T (UK/Humber)

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

In a personal capacity…Seaways’ authors are often employed insenior positions within the shipping industry,whether seagoing or ashore. They mayrepresent international organisations,maritime authorities or ship-operatingcompanies. Many are active in The NauticalInstitute, at branch or Council level.

However when they write for our journal,they do so in a personal capacity unlessotherwise stated. Their views are their ownand do not necessarily represent their ownorganisations or the Institute.

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Branch Secretaries and development contactsAustralia:Queensland:www.niqld.comCapt Adrian Rae MNI Mobile: +61 412529102 [email protected] Australia:www.nisea.orgJillian Carson-Jackson, MNITel: +61 2 6279 5092Mobile: +61 4484 [email protected]

SE Australia (VIC):Capt. Ian Liley, MNIMobile: + (0)410 478 992Email: [email protected] Australia (SA):Capt. Howard Pronk, MNITel: 61 8 8447 5924Fax: 61 8 8431 [email protected] Australia (ACT):Capt. Iain Kerr, FNITel: +61 2 6279 [email protected]

Tasmania:Capt John Lloyd [email protected] Australia:Capt. David Heppingstone, MNITel: 61 8 9385 4583Fax: 61 8 9385 [email protected] States:Capt. Boris Dunaevsky, FNITel: +371 28832549Fax: +371 [email protected]:Capt. Zillur R Bhuiyan, FNITel: +880 31 717984 (o)Fax: +880 31 717985 (o)[email protected]

Chittagong:Capt. Saifullah Al-Mamun, MNI Tel: + 880-31-710973 (O)Fax: + 880-31-716101 (O) Mobile: +880 171 [email protected]:Capt. Ghulam Hussain, AFNITel: + 880-2-9896597 (O)Fax: + 880-2-9889763 (O)[email protected]

Belgium:Capt. Marc Nuytemans, FNITel: 32 3 232 72 32 (o)Fax: 32 3 231 39 [email protected]:Otavio Fragoso Da Silva, FNITel: 55 21 2516 4479Fax: 55 21 2263 [email protected]:Capt. Andriyan Evtimov, FNITel: 359 52 631 464 (o)Fax: 359 52 631 [email protected]:British Columbia:www.nauticalinstitute.caCapt. Chris Frappell, MNITel: +1 250 658 0393 (h)Mobile: +1 250 537 [email protected] Provinces:Capt. Angus McDonald FNITel: +1 902 429 [email protected] :Hong Kong SAR:www.nautinsthk.comCapt. Vikrant Malhotra MNITel: +852 97682264Fax: +852 [email protected]

Shanghai:Sandy Lin, MNITel: 86 21 [email protected] Gordan Baraka MNITel: + 38 522201161Mobile: + 38 [email protected] Mackay, MNITel: 357 25 843 268 (o)Fax: 357 25 312 986 (o)Tel: 357 99 532 236 (m)[email protected] Denmark:Anders Arfelt, MNITel: +45 3315 4778Fax: +45 2710 [email protected]:Capt. Eslam Zeid, MNITel: [email protected]:Guillaume de Boynes MNITel: +33 (0)2 3292 9175 (o)[email protected]:www.linkedin.com/groups?gid=3451665?Jens Hansen MNITel: +49 40 334 282 76 Fax: +49 40 334 282 78 [email protected]:Capt William Amanhyia, MNITel: 233 2 4406 [email protected] (Hellenic):Capt. Babis Charalambides MNITel: 30 210 429 2964 (o)Fax: 30 210 429 2965 (o)Mobile: 30 6944 301 [email protected]:Javier Saavedra, AFNITel: 34 981 35 8952 (h)Tel: 34 981 18 8411 (o)[email protected]:North & East (New Delhi):Capt. Pawan K. Mittal, MNIMobile: 91 98 1016 0883Tel/Fax: 91 11 2508 [email protected] (Chennai):Capt. Venkat Padmanabhan MNITel: +91 44 24421786Mobile: +91 98407 [email protected] (Mumbai):Capt. S M Halbe, FNITel:+ 91 22 2571 2105Fax:+ 91 22 2571 [email protected]:Capt Andrew Clifton MNITel: 62 21 7854 8525 (o)Fax: 62 21 7854 9156 (o)Mobile: 62 815 1452 [email protected]:www.linkedin.com/groups?mostPopular=&gid=3749231Deirdre Lane, MNIMobile: +353 86 [email protected]:Prof. Masao Furusho, MNITel: 81 78 431 6246Mobile: 81 90 5362 [email protected]:Capt. Michael Pagan, MNITel: 356 21806467 (o)Fax: 356 21809057 (o)[email protected]:www.nautinst.nlCapt Fredrik Van Wijnen MNITel: +31 182 [email protected]

New Zealand:www.nautinst.org.nzCapt. Kees Buckens, FNITel: 64 9 522 [email protected]:Capt. Jerome Angyunwe MNITel: 234 1896 9401Mobile : 234 80 2831 6537 [email protected]:Helle Oldetal, MNITel: +47 52 70 26 [email protected]:Capt. S M A Mahmoodi, FNITel: 92 21 285 8050-3 (o)Fax: 92 21 285 8054 (o)[email protected]:Captain Samuel Ferreira De Sousa MNITel: +507 [email protected]:Jim Nicoll, MNITel: + 63 917 866 [email protected] Poland:Capt. Adam Weintrit, FNITel +48 6 0410 [email protected]:Capt. Joe Coutinho, FNITel: +974 4315 792Mobile: +974 5537 [email protected]:St. Petersburg:Captain Alexandr B Nosko MNITel: + 7 812 334 51 61Mobile: + 7 812 716 41 [email protected] [email protected]:Capt. Andrey Voloshin, MNITel: 7 095 [email protected]:William Wesson BSc MNITel: 65 [email protected] Pacific Community:FijiCapt. John Hogan, FNITel: 679 337 0733Fax: 679 337 [email protected] Lanka:Ravi Jayaratne, MNITel: 94 11 286 5795 [email protected]:www.nautinst.seCapt Finn Wessel, MNITel: 46 411 55 51 52Mobile: 46 703 83 62 [email protected] M Hawsheh AFNITel: +963 41 370040Mobile: +963 933 [email protected] & Tobago:Leonard Chan Chow MNITel: 868 658 [email protected]:Capt. Mehmet Albayrak, MNITel: +90 216 474 6793Fax: +90 216 474 [email protected]:www.niuae.aeCapt Brian Course, MNITel: 00 971 4 [email protected]:www.nautinst.com.uaProfessor V Torskiy, FNITel: 38 048 2251766 (h)Tel/Fax: 38 048 7334836 (o)[email protected]

U.S.A.:Gulf – Houston:www.niusgulf.com/Robert Hanraads MNITel: +1 281 673 [email protected] East US Coast:Capt. George Sandberg, FNITel: 516 878 0579 (h)Tel: 516 773 5447 (o)[email protected] – Southern California:www.nisocal.org/Captain James Haley, MNITel: 310 [email protected] – Seattle:Capt Robert Moore FNITel: +1 (206) 463 [email protected] Kingdom:Humber:Capt Richard Coates FNITel: 01482 634997Mob: 07850 [email protected] of Man:Capt. Nigel Malpass FNITel: 01624 [email protected] London:www.nautinst.org/londonHarry Gale, FNITel: 020 7928 1351 (o)[email protected] East Englandwww.ninebranch.org David Byrne, FNITel: 0191 217 [email protected] of Scotland:Alistair Struthers, MNITel: 01224 [email protected] West England:www.ninw.org.ukDr Steve Bonsall FNITel: 01244 [email protected]:Jim Ratter, MNITel: 01595 859 [email protected]:http://glang.me.uk/nisolent.htmlMatthew Winter FNI Tel: 01962 [email protected] East England:Chris Renault, FNITel: 01304 372192 (h)Mobile: 077 0226 [email protected] West England:Paul Wright, FNITel: 01752 405603 (h)Tel: 01752 232466 (o)Fax: 01752 232406 (o)[email protected] Channel:Capt John Rudd, MNITel: 01179 772173Mobile: 07976 [email protected] of Scotland:www.wosni.co.ukCapt. M.A. Shafique MNITel: 0141 [email protected] Oscar Rodriguez MNITel: (+58-212) 762.82.58Mobile: (+58-412) [email protected]

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

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Seaways - May 2011