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Thread: MNA CIRCULAR FOR fEB.14

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    One hundred years ago the sinking of a hospital ship by an infamous German U-boat commander caused outrage across Britain. Wilhelm Werner broke international law when he fired on HMHS Rewa, killing four seafarers and causing the vessel to sink into the Bristol Channel, 19 miles off Hartland Point. The Rewa - which had served in the Gallipoli campaign - was transporting walking wounded from Malta to Wales when it was torpedoed. The ship took two hours to sink, which gave those onboard time to get into lifeboats. The survivors arrived in Swansea, where they received support from international maritime charity the British and Foreign Sailors’ Society. Reverend R.G. James, one of the charity’s support workers in Wales at the time, helped organise the support efforts and said: “This occurrence has emphasised tremendously to the people of this town and district the realities of the dangerous and hazardous occupations of our seafaring men. “Many onlookers were seen to weep bitterly as the patients were brought through our streets.” Between 1 January 1917 and June 1918, the British and Foreign Sailors’ Society helped 32,890 survivors of torpedoed vessels. The charity, which is now called Sailors’ Society, still supports seafarers affected by trauma at sea. Its CEO, Stuart Rivers, said: “This horrific event is one of the many examples of merchant seafarers paying the ultimate sacrifice. “A century on, Sailors’ Society is still supporting the world’s seafarers through crises such as piracy, kidnapping and abandonment.” After the war ended, the Allies demanded Werner’s extradition as a war criminal. The German commander had committed a number of atrocities, including deliberately drowning 38 of the SS Belgian Prince crew six months prior to sinking the Rewa. Werner was also accused of murdering the crew of the SS Torrington but fled to Brazil under a false name before he could be tried. He returned to Germany in 1924. Two years later, proceedings against him were dropped, which enabled him to climb the ranks of the Nazi party, where at one point he belonged to Heinrich Himmler’s personal staff. Werner died in May 1945, having never faced justice for his crimes. Source:- The Horizon __________________________________________________ ___________________________________ Polar Shipping Update - Canada Adopts the Polar Code https://www.ukpandi.com/knowledge-pu...LGE99N,KZ8QZ,1 __________________________________________________ ___________________________________ Crew Health Advice: Maintaining a healthy liver - Date: 24/01/2018 https://www.ukpandi.com/knowledge-pu...LGE99N,KZ8QZ,1 __________________________________________________ ___________________________________
    HMHS Rewa
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    Derbyshire Newsletter The Trade Journal 220 February 2018 The February issue of Trade Journal is now available on line on our Webpage with courtesy of our webmaster, Jeff Dykes. Available on this link http://www.godfreydykes.info/TJ%20220%20Feb%202018.pdf

    It has been pointed out that I made an error with both Nov and Dec 2017 being the same number missing 219. This will effect anyone referring to the Archives on the web page but the Months are concurrent. Apologies for the error and any inconvenience is regretted.

    A good and bad news month in the Editorial, and the stop press is that one of the RN Survey Ships, if tasked in the area of Tunisia will have a Look-see at the WWII Submarine wrecks discovered by JeanPierre Misson as reported on page 9, 11

    Regards to All Terry (Nobby) Hall __________________________________________________ ___________________________________ Volvo Ocean Race: Vestas 11th Hour Racing retires after collision 'Deeply saddened' Volvo Ocean Race organisers supporting investigation into fatal Hong Kong crash as fisherman dies Fisherman Dies After Collision With Volvo Ocean Race Yacht Off Hong Kon "Hong Kong Maritime Rescue Coordination Centre informed Race Control that a nearby commercial vessel had rescued nine of the crew from the other boat, and a tenth was taken to hospital by helicopter after he had been rescued from the water by the Vestas 11th Hour Racing crew" Volvo Ocean Race and Vestas 11th Hour Racing, which retired from the leg after the incident and proceeded to Hong Kong under its own power, are now focused on providing immediate support to those affected by this incident In a statement organisers confirmed the death and said the incident happened about 30 miles from the finish, outside of Hong Kong waters at around 1:23 am Saturday Vestas 11th Hour Racing collided with a fishing boat some 30 nautical miles off Hong Kong late Friday as it was trying to finish Leg 4 of the Volvo Ocean Race. __________________________________________________ ___________________________________ Behold the Vampire Squid from Hell - Posted: 24 Jan 2018 12:55 PM PST “Vampire Squid from Hell” sounds like a low budget horror movie from the 1950s. It isn’t. It is a small cephalopod which lives in the deep oceans. There are two important things that one should know about the species with the scientific nameVampyroteuthis infernalis, which means, literally, the “vampire squid from hell.” The creature is not a vampire. Nor is it a squid. Despite the confused taxonomy, the vampire squid is a strange and wonderful creature in its own right. The vampire squid is neither squid nor octopus but a more primitive form of cephalopod, virtually a living fossil, dating back to a time before the squid and octopus split into separate orders. The vampire squid is only about a foot long and lives in deep water in temperate oceans. It is no bloodsucker. It eats “marine snow,” organic detritus drifting down from the upper layers of the water column. Apparently, the creature’s jet-black to pale reddish body was the basis for the vampiric name.

    The Vampire Squid From Hell Behold the Vampire Squid from Hell The post Behold the Vampire Squid from Hell appeared first on Old Salt Blog. __________________________________________________ ___________________________________

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    CMA CGM VASCO DE GAMA: an analysis of a grounding By Ross Davies The Marine Accident Investigation Branch has concluded its inquiry into the grounding of container ship CMA CGM VASCO DE GAMA off the Port of Southampton in 2016. The report’s findings should be upheld as a cautionary tale of the dangers of poor planning and overconfidence, as Ross Davies finds out.

    It happened in the early hours of the morning on 22 August 2016. With a moderate south-westerly breeze and a strong eastflowing tide, the CMA CGM VASCO DE GAMA – a British-flagged ultra container ship – grounded on the western side of the Thorn Channel on its approach into the Port of Southampton. The ship ran aground on a flat shingle seabed. While a relatively mild incident – the vessel was re-floated soon after through a combination of tugs and the ship’s engines – the Marine Accident Investigation Branch (MAIB) was alerted soon after. In October 2017, MAIB published the findings of its year-long inquiry into the grounding of the 399m-long Vasco de Gama. It occurred because the vessel was too far north of its intended track when it began its turn into the Thorn Channel.

    The CMA CGM VASCO DE GAMA – Photo : Kees Torn (c) This, in turn, reduced the space available for the manoeuvre, with the VASCO DE GAMA unable to sustain the rate of turn needed to remain in the dredged channel. “There was an “absence of a shared understanding of the pilot’s intentions”.” At the time of the incident, two pilots from the Port of Southampton were onboard the ship as it entered the Solent. Together with the Vasco de Gama’s bridge team, the pilots were equipped with “the experience, knowledge and resources available to plan and execute the passage effectively”, noted MAIB’s 64-page report. Furthermore, the merchant vessel’s standards of navigation, communication and use of electronic charting aids “fell short of the standards” of both the Port of Southampton and CMA CGM group, a Franceheadquartered company with 445 vessels to its name. MAIB also found the execution of the ship’s turn around Bramble Bank to be “not in accordance with the port’s guidance for large inbound vessels”. Consequently, the Vasco de Gama’s bridge team, assistant pilot and the vessel traffic services were unable to properly monitor the lead pilot’s actions as the vessel progressed through the Solent.

    Poor planning and overconfidence: the MAIB’s main findings If there is one takeaway point from the inquiry it is that poor planning was at play. Investigators discovered the lead pilot had not informed the bridge team of his plan for the turn around Bramble Bank. There was an “absence of a shared understanding of the pilot’s intentions for passing other vessels or for making the critical turns during the passage”. Elsewhere, the master and port pilots were blamed for “complacency and a degree of over-confidence”. CMA CGM, which took delivery of the CMA CGM VASCO DE GAMA in July 2015, has acknowledged MAIB’s findings, and claims to be addressing the aforementioned issues raised in the report. “Following this grounding, CMA CGM and ABP [Associated British Ports] Southampton have been working together,” said a spokesperson for the company in an email. “As mentioned in the MAIB official report, CMA CGM has already taken measures to prevent this type of incident to happen again. CMA CGM is strongly committed to ensuring the safety of its operations and its crews in accordance with local and international regulations.” Simon Boxall, a maritime expert from the University of Southampton, believes MAIB’s findings to be fair, despite Bramble Bank’s reputation as “a navigation hazard” due to it susceptibility to “slight movement after major storms”. “Looking through the report there was no evidence of unforeseen mechanical failure on the ship, nor of abnormal weather conditions,” he says. “On that basis, the two pilots and the ship’s
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    master should have been in a position to safely navigate the vessel into port. It would appear to be user error – which is what the report says in so many words. “In light of this, introducing ways of reducing user error can only be seen as a good move.” “MAIB’s findings will form the backbone of a safety study.” Boxall also acknowledges things could have been a lot worse. As the VASCO DE GAMA was re-floated relatively quickly, the port didn’t suffer any kind of blockage – which, given the vessel’s size, would have brought Southampton to “a standstill”. Neither did the vessel endure any serious damage. Nonetheless, an investigation was still necessary. “If reports such as this are not produced then the safe navigation of shipping is not improved,” says Boxall. “In the same way an airline near-miss is thoroughly investigated, it is important that the same is done for shipping – not as a witch hunt, but as a fact-finding investigation to improve safety.” The Bramble Bank is something of hotbed for groundings. Aside from the Vasco de Gama, in the last two years both the cargo ship Hoegh Osaka and container vessel APL Vanda have run aground in the Solent – although in the latter cases, the beachings were deliberate as part of safety measures. In order to prevent the incidents such as those experienced by the VASCO DE GAMA, some believe it might be worth dredging the bank out. Boxall disagrees. “First of all, the scale would be substantial,” he explains. “Secondly, the bank would return after a short period, and in the intervening time cause significant and possibly rapid changes to the existing navigation channels. The Bramble Bank is a natural form that will reform.” There’s also the increasing size of ships to take into consideration, with MAIB warning that leviathan-sized vessels operating within restricted waterways are creating reduced margins of operation safety. In the meantime, MAIB’s findings will form the backbone of a safety study into the use of modern electronic navigation aids on board merchant vessels, and their impact on navigation practices. Such research is welcome. The case of the Vasco de Gama should be held up as cautionary tale of a grounding that could have been easily avoided. Source: ship-technology __________________________________________________ ___________________________________ A Sideways Launch (a 40 minute video)

    This tells the story of a shipyard in Faversham, Kent between the years 1916 - 1970. The film was directed and produced by Michael Maloney for Countrywide Productions. See cwideprods.co.uk for more information. https://vimeo.com/247893658 __________________________________________________ ___________________________________ Shell oil heist: 20 arrests over £6.4m raid in Singapore Police have seized at least one oil tanker and millions of dollars in cash after the oil was siphoned from a Shell refinery. By Alix Culbertson, News Reporter Singapore police have arrested 20 people after oil worth £6.4m was siphoned from a Shell refinery. Authorities have so far charged 14 of those arrested after uncovering a complex, cross-border plot to steal the oil. They have seized at least one oil tanker and millions of dollars in cash. Court documents listed 18 dates between 24 July 2017 and 7 January 2018 when tens of thousands of tonnes of oil were stolen. Most of the thefts from Shell's Pulau Bukom site, which is just 3.4 miles from Singapore's main island, took place during the refinery's normal working hours. Eleven Singaporeans and three Vietnamese men were the latest to be charged on Thursday, with several granted bail. Eight of the Singaporeans were Shell employees while two others worked for Sentek Marine and Trading, one of Singapore's biggest marine fuel suppliers. The investigation found one of three vessels used to transport the stolen oil was a Sentek ship named SENTEK 26. Another Singaporean charged worked for British-listed Intertek, which specialises in quality and quantity assurance, including for fuel products. The three Vietnamese men were charged with receiving stolen property aboard two other ships, Prime South and MT Gaea, both registered in Panama. Over the last three months the three vessels used have travelled between ports in Singapore, Vietnam, Thailand and Indonesia, shipping data from Thomson Reuters Eikon shows. Some of those charged are due in court on 29 January. source: skynews __________________________________________________ ___________________________________
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    New MNA Boat Club leaflets - email seamus@idnet.com for a copy. External View

    Internal View

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    Re-thinking the role of the seafarer Last year, ICS and BIMCO projected that shipping would need nearly 150,000 more sailors by 2025 to meet the current anticipated demand growth. Much has changed in the last 12 months, but the need for crew hasn’t become any less acute. Almost all of these newcomers will be digital natives who have been brought up with digital technology and are familiar with its capabilities. Their common language is likely to remain English, but many of them will be equally comfortable in computer programming languages, such as Python or Java. Similarly, the roles and responsibilities of a chief engineer in 2020 are likely to be broadly similar to their current daily duties. However, as ships become more digitized and depend upon data connectivity to function at their fullest, it will take crew that are fully versed in the latest technologies to maximize their vessel’s operational potential. At first glance, it might seem like smart ships and automation are the simple answer to seafarer shortages. I don’t believe this to be the case. But even if it is, we’re some years away from that being reality. Shipowners who have endured the last decade’s challenging freight rates and global instability need solutions that can deliver immediately. Realising increased safety, welfare, efficiency and timely operations Guaranteeing that seafarers’ rights under the Maritime Labour Convention 2006 – in particular access to communications by ship’s crew – are fully adhered should be a given. So when it comes to recruitment, more fundamental questions need to be asked. What kind of seafarers are we trying to recruit? What do sailors of that caliber expect on board? Can we provide them with lifestyles that are similar to the ones they can enjoy ashore? Much of that - from the training that’s the bedrock of career growth to Skyping loved ones from the middle of the Atlantic - can be achieved via the provision of reliable, high performance and cost-effective data services. Investments to make this a reality for mariners often pay dividends in unexpected ways. I’ve spoken to a number of operators this year who brought internet aboard for their crews in the early part of this decade as they sought to ensure a better quality of crew. The improvements they’ve seen in morale, reduced social isolation, and improved crew retention were expected in large part. What really surprised them was how well positioned this had left them for the data-enabled services that have become vital to the efficient operation of their ships today. Already many of them are now taking the lessons they learned from those experiences and the competitive advantages they gained, and using them to project future capacity requirements. They understand that shipping’s digital transformation is well under way, exponential data growth is now the norm, and that they need to scale their connectivity accordingly. Empowering the global shipping industry with always-on connectivity But connectivity needs to be reliable, always available and ensure high speed throughput both on vessels and onshore. As the only provider in the industry to offer multiorbit (GEO and MEO) satellite-enabled connectivity solutions in multiple bands (Ka-, Ku- and C-band), SES Networks can flexibly deliver the capacity that ship owners, operators and seafarers need to make better informed commercial decisions, and enable them to remain competitive in an increasingly challenging and commoditized marketplace. Additionally, new service innovations, such as SES Networks’ Maritime+ solution, are making VSAT networks simpler to use, more cost efficient, and more powerful. This drives even bigger ROI for owners and operators through simple, straightforward access to customizable bandwidth and tailored service level agreements and scalable throughput options, and standardized pricing regardless of region or season of operation. The 2020s will be shipping’s first fully data-enabled decade. Almost every form of communications from a ship – wherever it is in the world – already travels via satellite for some part of its journey. In the years to come the volume, variety, and velocity of data will increase stratospherically. Indeed, DNV GL now estimates that, in two years, the data capacity of the VSAT network has increased from 8.7 Gbps (Gigabits per second) to 16.5 Gbps – nearly doubling. If this trend continues – and there’s no reason to think it won’t – this capacity will reach 217 Gbps by 2025. If the next generation of captains and chief engineers are to realize your fleet’s full potential, it will take the provision of reliable, available, and high performing satellite-enabled global managed data services. Stephen Conley is Maritime Market Segment Lead at SES Networks. Source : MAREX The opinions expressed herein are the author's and not necessarily those of The Maritime Executive __________________________________________________ ___________________________________ RNLI - QUICK VIDEO: A year of rescues - https://mail.aol.com/webmail-std/en-us/suite __________________________________________________ ___________________________________
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    IMO: Mooring matters IMO is working to prevent accidents and injury when ships are secured at their berth in a port. A revised SOLAS regulation on safe mooring is expected to be finalised when the Sub-Committee on Ship Design and Construction (SDC) meets this week (22- 26 January). The meeting will also further develop new and revised related guidance to support the safe use of equipment, including mooring lines, pulleys, winches and so on. Other important items on the agenda include guidelines and regulations for passenger ships in the event of flooding. Ships should be designed so that essential systems remain operational after a casualty. The meeting is expected to finalize draft guidelines on stability computers and shore-based support for specific passenger ships, to support draft SOLAS amendments regarding operational information after a flooding casualty for new and existing ships expected to be adopted this year. Also in development are draft amendments to SOLAS on the availability of passenger ships’ electrical power after flooding from side raking damage. On other matters, the Sub-Committee will continue ongoing work, including developing a draft new SOLAS chapter and related Code on the safe carriage of more than 12 industrial personnel on board vessels engaged on international voyages; and developing second generation intact stability criteria. The SDC Sub-Committee was opened by IMO Secretary-General Kitack Lim, and is being chaired by Kevin Hunter (United Kingdom). Source: IMO __________________________________________________ ___________________________________ Register now for the Maritime & Offshore Career Event 2018 Maritime, offshore and logistic career hunters can register to visit the Maritime & Offshore Career Event (MOCE) 2018 on www.MOCE.biz . On the 28th of March, WTC Rotterdam will be the location for career opportunities in the maritime, offshore & energy industry. Just like the last 11 years, the organization welcomes different companies from the industry who are looking for new talent and experienced professionals. Visiting the event is free of charge. MOCE welcomes many new companies in WTC Rotterdam such as Rosen Europe, Swets Group and KenzFigee. We’re also pleased to welcome back Damen Shipyards Group, Iskes Towage Salvage, Iv-Oil & Gas, Van Oord, Boskalis, Royal IHC, Roll Group and many others who are ready to talk to over 3.500 visitors about career opportunities. Live talkshows at 'Community Square' and case studies Besides visiting the exhibition floor, visitors can attend live talk shows at Community Square or participate in the different case studies offered by amongst others Damen Shipyards Group, Oceanco and Van Oord. Visitors are challenged to solve a problem within 2 hours. This gives visitors a chance to leave a good impression on the company. Upload your CV on MaritiemeVacaturebank.nl and get invited for an interview at MOCE. Another way to get noticed by companies is for visitors to upload their CV prior to the event in the datebase of the jobsite MaritiemeVacaturebank.nl. Through ‘Invite & Meet’ selected visitors are invited by a potential employer for a personal interview on the exhibition floor or create their own invitation. All of this makes MOCE Europe’s biggest and most complete career event in the maritime, offshore & energy industry once again Visitors can register via the renewed website www.MOCE.biz . Here more information can be found about the program and you can register for the case studies. In order to stay upto-date of the latest news you can subscribe to the newsletter or follow the Facebook and Twitter accounts __________________________________________________ ___________________________________ Scarborough Lifeboat In Five Hour Rescue Scarborough's all-weather Shannon Class lifeboat was involved in a five hour rescue mission today (Friday 26 January.) It's after the NORDSTJERNEN GY1477 fishing boat, registered at Scarborough, broke down about 18 miles east of Filey Brigg. The lifeboat was launched at around 10.50am and took an hour to reach the stricken vessel. A tow-line was attached and the Nordstjernen was hauled back to its home port, arriving at low tide at about 4.00pm. John Senior, lifeboat operations manager at Scarborough RNLI, said: “It was a long but fairly straightforward rescue mission and our volunteer teams, on the lifeboat and onshore, performed to the high standards expected of them all”. source: yorkshirecoastradio __________________________________________________ ___________________________________

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    Collision In Plain Sight A bulk carrier was down-bound in a river waterway. While the vessel was in a lock, there was a change of pilots. During the exchange, the disembarking pilot mentioned that it was difficult to communicate with the bridge crew because of their lack of proficiency in English After the arriving pilot had exchanged information with the Master, the vessel left the lock. The pilot requested the assistance of a police patrol boat from vessel traffic services (VTS) in order to clear any pleasure craft in the area below the lock exit, as many small boats were present for a fireworks show. As they progressed downriver, the Master left the bridge. The bridge team now consisted of the pilot, the officer of the watch (OOW) and the helmsman. At about the same time, a port tug left its berth down-bound to assist another vessel. VTS granted authorisation for the tug and gave information on upbound vessel traffic, but did not mention the downbound bulk carrier exiting the lock. As visibility was good, the tug Master navigated visually and did not turn on the radar. The ECS was not used either. The bulk carrier, now making way at a speed near 12 knots, was upstream and behind the tug at a distance of approximately 0.9nm. The tug was visible to the pilot. On the bulk carrier the pilot asked the OOW to turn on the forward deck lights to make the vessel more visible to the pleasure craft and to have someone posted forward on the forecastle deck to stand by at the anchors. The OOW appeared not to understand; at any rate the requests were not acted on. The pilot asked for the Master to come to the bridge. When the Master arrived, the pilot again requested that the forward deck lights be turned on. The Master turned on the lights. The pilot, now on the port side of the bridge, observed three pleasure craft ahead of the bulk carrier moving towards the vessel. Two of them altered course to starboard in order to meet port to port. The third altered its course to port; in doing so, it disappeared from sight behind the bulk carrier’s cranes. The pilot went to the starboard side of the bridge in an attempt to see the third pleasure craft but then lost sight of the tug. Not being able to see the pleasure craft, the pilot altered to port. When the pleasure craft became visible on the starboard side, the pilot ordered starboard 20° and then hard to starboard. Once the swing of the vessel was stopped, the pilot ordered that the vessel be kept steady at 357°. By this time the tug was less than 100m away on the port side, and the pilot was on the starboard side of the bridge – still without a view of the tug. As the pilot walked back to the port side of the bridge, there was a screeching sound. The pilot now saw the tug on the port bow moving away from the bulk carrier. The Master on the tug had, at the last minute, become aware of the bulk carrier behind him and had engaged both engines in order to move away from the approaching vessel Following the collision, the tug’s engineer checked for water ingress. The pilot on the bulk carrier and the Master on the tug spoke over VHF radio and confirmed that they had collided and VTS was informed. carrier was not damaged, but traces of black rubber from the tug’s fenders were apparent on the hull. Some of the findings of the official report were: - The pilot on the bulk carrier was not monitoring the tug at the time of the collision. The bridge crew was not assisting the pilot by maintaining a lookout or using navigational equipment to advise the pilot of relevant traffic. - The language barrier between the bridge crew and pilot contributed to communication difficulties and led to ineffective BRM at a critical time during the voyage. - The VTS officer’s high mental workload at a critical time probably caused him to omit the down-bound bulk carrier when reporting traffic to the tug. The Master on the tug was unaware of the bulk carrier for a variety of reasons: - VTS had not reported the down-bound vessel. - The Master was not using all available navigational equipment such as radar. - No effective lookout had been posted. Lessons learned - It bears repeating that all navigational aids should be used not only to help position a vessel but also to give the bridge team the most complete situational awareness possible. - If there are communication issues within the bridge team that is the time to redouble one’s vigilance. - Vessel bridge crew and the pilot are a team and need to work together for a safer voyage. Source: The Nautical Institute __________________________________________________ ___________________________________ CMA CGM Takes Delivery of New Flagship, the 20,600 TEU CMA CGM Antoine De Saint Exupery. __________________________________________________ ___________________________________ Protesting Fisherman Paralyze France’s Port of Calais - January 25, 2018 by Reuters http://gcaptain.com/protesting-fishe...in+%28gCaptain .com%29&goal=0_f50174ef03-5d182701a9-139894965&mc_cid=5d182701a9&mc_eid=4c72dd3685 __________________________________________________ ___________________________________
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    Maersk had to reinstall 45,000 new computers after hacker attack BY SØREN PICO Last summer's hacker attack was a major hit to Maersk Group, which was forced to reinstall thousands of computers and servers. More specifically, 4,000 new servers, 45,000 new computers and 2,500 applications had to be reinstalled as a result of the attack, which hit a large part of the company for days – corresponding to "a complete infrastructure." This was outlined by Maersk Chairman Jim Hagemann Snabe at the World Economic Forum in Davos, Switzerland. At a panel on cyber security he commented on the efforts to restore the systems after the attack, reports The Register. "And that [reinstallation -ed.] was done in a heroic effort over ten days," he said. "Normally - I come from the IT industry - you would say that would take six months. I can only thank the employees and partners we had doing that." The cyber attack occurred on June 27 last year and took down a large part of the group over several days. Maersk Line and APM Terminals were hit particularly hard, after it was not possible to book orders for Maersk Line's customers over a long time. Maersk has previously revealed that the hacker attack is expected to show costs between USD 250 and 300 million in the full year results, published on Feb. 9. The majority of the loss is related to lost business over July and August. Snabe's full input in the Davos panel can be seen below. In the clip, the chairman begins speaking from approximately 3:00. source : Shippingwatch __________________________________________________ ___________________________________ Kiribati ferry: Searchers find survivors who had been adrift for four days in lifeboat in Pacific Ocean Rescuers say there were no signs of any other survivors from boat carrying at least 50 people The seven survivors had been adrift in the Pacific Ocean on a five-metre dinghy after drifting for four days New Zealand Defence Force Seven survivors have been rescued from a life raft in the Pacific Ocean after drifting for four days in the blazing sun without water. The six adults and a baby had scrambled onto the small wooden dinghy after the MV BUTAIRAOI ferry they were aboard sank. The New Zealand Defence Force said the crew of a military Orion plane had used radar to locate the dinghy while searching for survivors. Air Commodore Darryn Webb said the ferry had been carrying at least 50 people while travelling between two islands in the remote Pacific nation of Kiribati. Mr Webb said there had been no sign of any other survivors. The plane dropped supplies to the survivors, including food, water and a radio. The survivors spoke to officials using the radio, describing how they managed to get off the ferry as it capsized, he added. Mr Webb said the survivors had very little time to react and found themselves adrift without water or an engine. He said they had a blanket or tarpaulin which they may have been able to use to get some relief from the sun. A fishing boat had changed its course and picked up the survivors on Sunday afternoon, he said. The dinghy was drifting more than 112 miles (180km) from the nearest major island when it was found. "Our heart goes out to the baby and to all those remaining of the 50-plus people," Mr Webb said. While thankful the life raft was found, Mr Webb said it was also heartbreaking the ferry had sunk and the others were still missing. He said there was a lot of debris near the dinghy, which may have been from the ferry. He also said it wasn't clear yet what caused the ferry to sink. Searchers planned to regroup and interview the survivors before deciding whether to continue the search, he added. Questions remain as to why it took Kiribati authorities so long to tell New Zealand officials the ferry was missing. Mr Webb said a Kiribati plane had earlier searched for the ferry but didn't have sophisticated radar equipment. The MV Butiraoi, a 17.5-metre (57-foot) wooden catamaran, left Nonouti Island bound for South Tarawa on 18 January. The journey of 149 miles was supposed to take two days. New Zealand rescuers say they weren't told about the missing boat until Friday, eight days after the ferry had left. Senior Search and Rescue Officer John Ashby said they'd been told the ferry underwent repairs to its propeller shaft just before leaving, which may have contributed to navigation problems. Kiribati is a remote, impoverished nation of 33 atolls that is home to about 108,000 people. source: independent __________________________________________________ ___________________________________
    Six adults and an unconscious baby were rescued from the lifeboat (New Zealand Defence Force via AP)
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    The Pulse
    Cold Conditions Call For Extraordinary Measures For Ships, Equipment And Crew Canada and other areas close to the Arctic are currently experiencing extremely low temperatures, and owners calling at ports in these areas are obliged to prepare accordingly. This includes paying particular attention to safety and navigation-related equipment which may be damaged or impeded from working properly under such conditions. This PSC news summarizes the most important measures to be assessed for cold climate navigation. Relevant for ship owners and managers. To maintain a safe vessel, and to avoid PSC detentions, particular attention should be paid to the following measures when trading in cold climates – especially relevant for Canadian waters: According to SOLAS II-2, the fire-extinguishing appliances shall be readily available. The ISM code requires new risk assessments for several situations: In addition to identifying the potential additional hazards when entering areas with low temperatures, ISM A 10.3 requires the company to identify equipment and technical systems where the sudden operational failure may result in hazardous situations. The SMS (Safety Management System) shall provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use. ISM A 8.3 requires the SMS to provide for measures which ensure the company’s organization can respond at any time to hazards, accidents and emergency situations involving its ships. Additionally, local authorities might publish national regulations. For example, Canadian regulations require that all vessels navigating in ice be equipped with a system to prevent icing and choking of sea chests and to maintain an essential cooling water supply to be prepared for icing/blockage that could occur anytime between December and March. Although this regulation seems related to seawater cooling types of main and auxiliary engines only, the same specifies that proper and ship-specific ISM procedures for navigation in cold weather climates must be in place and strictly followed and understood by all officers and crew members. “Canadian Marine Machinery Regulations – SOR/90-264” contains pre-arrival information concerning ships operating in icecovered waters and includes a “Marine Safety Guide checklist for operations in iceinfested waters” (see appendix), which requires that life-saving and firefighting equipment be ice-free and available at all times. Please be aware that DNV GL rules for classification offer several class notations regarding operations in cold climate (different ice classes for light ice, winterized and polar ice class for operation in polar areas). These notations specify requirements for hull strength, machinery systems and equipment, and include the relevant procedural requirements applicable to ships operating in these climates. Recommendations Relevant measures to be assessed for navigation in cold climate conditions: · Perform risk assessments to analyze the ship’s current preparedness for operation in low temperatures · Use checklist provided by Transport Canada (link below) · Prepare the vessel and initiate mitigation actions to ensure smooth operations of all equipment, e.g. additional portable heater, portable units for de-icing · DNV GL Winterized notation and IMO Polar both define minimum requirements to the equipment and crew to protect against adverse conditions. Source: DNV GL __________________________________________________ ___________________________________ Eight Survivors Recovered from Missing Kiribati Ferry http://gcaptain.com/eight-survivors-...eid=4c72dd3685 __________________________________________________ ___________________________________ Rhine Reopens to River Shipping After Flood http://gcaptain.com/rhine-reopens-ri...Captain.com%29 &goal=0_f50174ef03-8761a47573-139894965&mc_cid=8761a47573&mc_eid=4c72dd3685 __________________________________________________ ___________________________________

  2. #2
    Keith at Tregenna's Avatar
    Keith at Tregenna Guest

    Default Re: MNA CIRCULAR FOR fEB.14

    RE: The Merchant Navy Association Circular and the feature: One hundred years ago the sinking of a hospital ship by an infamous German U-boat commander caused outrage across Britain. Wilhelm Werner broke international law when he fired on HMHS Rewa, killing four seafarers and causing the vessel to sink into the Bristol Channel

    MaritimeQuest.com

    Online tribute.

    In memory of those who lost their lives in HMHS Rewa

    "As long as we embrace them in our memory, their spirit will always be with us"

    MaritimeQuest - Daily Event for January 4, 2011 HMHS Rewa

    The sinking of the hospital ship HMHS Rewa on January 4th 1918

    The Dawlish Chronicles.

    https://dawlishchronicles.com/2018/0...uary-4th-1918/

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  4. #3
    Keith at Tregenna's Avatar
    Keith at Tregenna Guest

    Default Re: MNA CIRCULAR FOR fEB.14

    UPDATED:

    Diary of the War: January 1918

    HMHS Rewa


    https://thewreckoftheweek.wordpress....-january-1918/

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  6. #4
    Keith at Tregenna's Avatar
    Keith at Tregenna Guest

    Default Re: MNA CIRCULAR FOR fEB.14

    Hospital ship sunk in Bristol Channel 101 years ago.

    One hundred and one years ago the sinking of a hospital ship by an infamous German U-boat commander caused outrage across Britain.
    Wilhelm Werner broke international law when he fired on HMHS Rewa, killing four seafarers and causing the vessel to sink into the Bristol Channel, 19 miles off Hartland Point.
    The Rewa - which had served in the Gallipoli campaign - was transporting walking wounded from Malta to Wales when it was torpedoed.
    The ship took two hours to sink, which gave those on board time to get into lifeboats.
    The survivors arrived in Swansea, where they received support from international maritime charity the British and Foreign Sailors’ Society.
    Reverend R.G. James, one of the charity’s support workers in Wales at the time, helped organise the support efforts and said: “This occurrence has emphasised tremendously to the people of this town and district the realities of the dangerous and hazardous occupations of our seafaring men.
    “Many onlookers were seen to weep bitterly as the patients were brought through our streets.”
    Between 1 January 1917 and June 1918, the British and Foreign Sailors’ Society helped 32,890 survivors of torpedoed vessels.
    The charity, which is now called Sailors’ Society, still supports seafarers affected by trauma at sea.
    Its CEO, Stuart Rivers, said: “This horrific event is one of the many examples of merchant seafarers paying the ultimate sacrifice.
    “A century on, Sailors’ Society is still supporting the world’s seafarers through crises such as piracy, kidnapping and abandonment.”
    After the war ended, the Allies demanded Werner’s extradition as a war criminal.
    The German commander had committed a number of atrocities, including deliberately drowning 38 of the SS Belgian Prince crew six months prior to sinking the Rewa.
    Werner was also accused of murdering the crew of the SS Torrington but fled to Brazil under a false name before he could be tried.
    He returned to Germany in 1924. Two years later, proceedings against him were dropped, which enabled him to climb the ranks of the Nazi party, where at one point he belonged to Heinrich Himmler’s personal staff.
    Werner died in May 1945, having never faced justice for his crimes.

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  8. #5
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    Default Re: MNA CIRCULAR FOR fEB.14

    Where is the psychopath Werner buried? We could make a pilgrimage to his grave, so as to spit on it.
    Harry Nicholson

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