Mna report 18 march

[Captain Kong]

MNA CIRCULAR 2016-07
18th March 2016
1
The Pulse
Hi Shipmates,
Please find below more snippets of information since circular #2016-06 went out on 3rd March 2016.
My thanks to Tim Brant, our National Secretary, Pete Sinke’s daily publication “Maasmond Maritime -
Shipping News Clippings”, Lloyds List, gCaptain, T’internet, Maritime London, Flashlight and many
others, not forgetting the items sent in by Readers and any other source I can access.
MNA National Contact Points
National Secretary, Tim Brant,
9 Saxon Way, Caistor, MARKET RASEN, LN7 6SG
Tel: 01472 85 11 30, Email : t.brant@talktalk.net
National Membership Secretary, Roy Glencross
3 The Maples, Old Main Road, FLEET HARGATE, PE12 8NT
Tel 01406 425 527, Email membership@mna.org.uk
MNA Slop Chest, Brian Gray,
61 Bemerton Gardens, Kirby Cross, Frinton-On-Sea, CO13 0LQ
Tel: 01255 85 19 19, Email briandolphin@btinternet.com
Change of Address???? If any member has changed any of their contact details (Postal, E-mail or
Telephone) it is important that you inform ROY GLENCROSS and TIM BRANT who hold the details
and mailing list of all members. Please also copy me in if informing by e-mail R546060@aol.com
The LEXA MAERSK, seen in drydock in Singapore 27 February 2016, a new bulbous bow has
been fitted at this docking to improve fuel efficiency.
Photo: Les Whitehead - Cable Innovator ©
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MNA CIRCULAR 2016-07
18th March 2016
2
The Pulse
National Councillors' meeting, Birmingham - Saturday 9 April 2016
The meeting will be held in the upstairs room of Ladywood Social Club, starting at 11.30 am. Directions are available if required.
National members and Branch Members are most welcome to attend. Please let Tim Brant know if you will be attending.
Baps are available @ £1.50 each – Cheese, Corned Beef and Ham. Please let me have your orders by Tuesday, 5 April.
At the October AGM, there will be a full election for President, Vice Presidents, Executive Officers and National Councillors. Election papers will go out with the Summer edition of “Full Ahead”. We will be seeking nominations for the essential positions of:-
“Full Ahead” Editor,
Supplies Officer (to run the MNA Shop) and
National Secretary (does not include Events, Welfare and Merchant Seafarers Veterans badges) with the following responsibilities:- To make, keep and distribute, whenever required, information and relevant documentation to members. To invite appropriate members to meetings and arrange venues, prepare Agendas for meetings and take notes. Advise and inform anyone who contacts the “MNA Head Office”.
Any Members interested in these essential roles to keep the MNA going at full swing please talk to Tim. National or Branch members can equally apply for these positions.
Regards,
Tim Brant,
9 Saxon Way, Caistor, MARKET RASEN, LN7 6SG
Tel: 01472 85 11 30, Email : t.brant@talktalk.net
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NFA Garden Party, Buckingham Palace on Thursday 26 May 2016
The Merchant Navy Association has received 10 invitations for its members to attend the Not Forgotten Association Garden Party at Buckingham Palace, London on Thursday, 26 May.
The qualification to attend, is if you hold a Service Medal for World War II, Korea, Falklands etc. or hold the UK Merchant Seafarers Veterans badge.
If you qualify and wish to be considered for a place, please contact me by FRIDAY, 25 MARCH. If there are more than 10 applications, then those who have not previously attended will be given preference and, if necessary, names will be drawn “out of the hat”. Applicants must make their own travel arrangements.
If you wish to apply, please advise me of the following:
1. Full name of person applying, postal address and telephone number. If you wish for one escort to accompany you, the same information is required.
2. Your qualification for attending.
3. There is very limited parking for Blue Badge holders at Buckingham Palace. Please let me know if you wish to apply for a Parking Permit.
4. Please advise me if you have attended previously.
Regards, Tim Brant,
9 Saxon Way, Caistor, MARKET RASEN, LN7 6SG
Tel: 01472 85 11 30, Email : t.brant@talktalk.net
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MNA CIRCULAR 2016-07
18th March 2016
3
The Pulse
What’s next for box weighting enforcement? Date: 04/03/2016
4 months to go until the SOLAS convention, requiring as a condition of loading a packed contain onto a ship for export, that the container has a verified gross mass enters into force. From 1st July 2016, the requirement will become mandatory and will apply globally. However, the US Coast Guard has recently indicated that it may struggle to enforce the new regulation in the US, as it has no jurisdiction to regulate either shippers or terminal operators.
As IMO regulations stand, enforcement responsibility is assigned to the flag state rather than port state. Despite the potential debate regarding enforcement in the US, the IMO encourages all shippers to verify container weights and make sure the SOLAS amendment is implemented, to ensure the safety of vessels.
Looking at the specific SOLAS obligations, what can be learned?
a. The shipper
By the complex nature of all things logistics, the ‘shipper’ may encompass a range of people involved in the contracting, packing and transporting of cargo. However, the key commercial relationship in question is the person whose name is placed on the ocean carrier’s bill of lading. Thus, in many cases, the responsibility for actual ‘verified’ declaration will rest with a freight forwarder, logistics operator or NVOC. This means that often reliance will have to be placed on others to have adequate certified methods to provide verified gross mass – particularly for consolidation business.
“in many cases, the responsibility for actual ‘verified’ declaration will rest with a freight forwarder, logistics operator or NVOC”
Many suppliers of homogenous shipments will already have advanced systems, which merely require some form of national certification. Similar certification will apply to the concession in the IMO Guidelines that sealed packages bearing accurate mass information ‘clearly and permanently marked on their surfaces’ do not need to be weighed again.
Apart from having a sustainable method by which the gross mass is verified, the shipper also needs to communicate it (‘signed’ meaning that there is an accountable person) in advance of the stow plan. The information will be sent by the shipper to the carrier, but with joint service arrangements there may be a number of carriers involved, with one taking responsibility to consolidate the manifest information, in addition to communication with the terminal. Thus, there is no precise time – although advance cargo information requirements may already be bringing timing forward for many shipments.
b. The master
This character in the process is not only the ‘old man’ standing on the ship’s bridge but also a number of functions within the carrier’s organisation. As mentioned, with joint services, there may be a number of carriers involved, albeit that the actual operator of the ship will be one taking the lead role for each particular ship.
Implicit in the SOLAS amendment is that the carrier sets in place processes that ensure that verified gross mass is available and used in planning the ship stow. Arguably, each carrier will need to amend systems and processes to capture additional information (such as whether the shipper is using Method 1 or Method 2 and fields for booked, declared, verified and even measured gross mass). However, the simplest might be to amend the booking process, so that the gross mass information is left blank in the system until ‘verified’ data are available. This will be effective if it is clearly understood by all partner lines and terminals with whom the line communicates.
“Implicit in the SOLAS amendment is that the carrier sets in place processes that ensure that verified gross mass is available and used in planning the ship stow”
The explicit obligation of the master is simply that he shall not load a container for which a verified gross mass is not available. This does not mean that one with a verified gross mass will be loaded, since that would derogate from the traditional rights of a master.
c. The terminal representative
Recognising the pivotal nature of the port interface, the terminals have been drawn into the new regulation as recipients of information for ship stow planning and, critically, in a joint and several responsibility not to load on board a ship if a verified gross mass is not available.
MNA CIRCULAR 2016-07
18th March 2016
4
The Pulse
There has been considerable debate as to whether terminals need to position themselves to be able to weigh containers, not least because of the cost of creating appropriate infrastructure, and amending systems and procedures, with uncertain return on investment. In most terminals, the commercial relationship is with the carrier alone, although there are many parts of the world where containers are packed at the port, in which case the terminal activities will in future include assisting the shipper in producing the verified gross mass.
d. Competent authority
The SOLAS amendment and related guidelines place responsibility on the national administrations to set up or implement appropriate standards for calibration (eg. weights and measures regulations) and ways of certifying. The overtly named parties (shipper, master and terminal representative) rely on this to work smoothly and, preferably, consistently on a global basis in order to facilitate trade.
“The SOLAS amendment places responsibility on the national administrations to set up or implement appropriate standards for calibration and ways of certifying”
Clarity of such processes needs to be matched by consistency in enforcement. Talk of ‘tolerances’ is disingenuous. SOLAS calls for accuracy. Everyone appreciates the some cargo and packing material may be hygroscopic, thereby potentially increasing mass during the journey, but that need not mask fraudulent activity, nor entice over-zealous enforcement. The UK Marine Guidance Note may be instructive here, stating that enforcement action will only be volunteered where the difference between documented and actual weight exceeds a threshold.
It is suggested that key measures of success of the revised SOLAS regulation will include not only safety of containerised movements, but also free movement of boxes through all modes of surface transport, and a shift in behaviour and culture throughout the unit load industry.
The UK Club in conjunction with the TT Club, have outlined the key requirements and actions for container ship operators in the publication: SOLAS VI Regulation 2. Source: UK P&I Club
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1084 - 02/16 - Update, Ballast Water Management Reports - USA
Date: 23/02/2016
The US Coast Guard issued a notice reminding owners, operators, and masters that the final rule amending the ballast water management reporting and recordkeeping requirements came into effect on 22 February 2016.
From that date, vessels with ballast water tanks operating exclusively on voyages within a single Captain of the Port (COTP) zone are required to submit an annual report of their ballast water management practices.
The amendment also simplifies and streamlines the ballast water report form.
The revised rule will allow most vessels to submit ballast water reports after arrival at a port or place of destination, instead of requiring submission of such reports prior to arrival. This revision will reduce the need to submit amended reports when actual port operations differ from the anticipated operations.
Source of Information
George Radu
Thomas Miller Americas Inc. 44 Montgomery St. Suite 1480, San Francisco, CA 94104
lossprevention.ukclub@thomasmiller.com Source: UK P&I Club
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This Massive Salvage Operation Lifted 1417 Cars And A Ship From The Sea Bed
In 2012, the MV BALTIC ACE sank in the North Sea with the loss of 11 sailors. What followed was a massive salvage operation to remove the vessel - and its cargo of 1417 Mitsubishis - from the bottom of the sea
https://www.youtube.com/watch?v=ZpOug8xsxa0 __________________________________________________ ____________________________
MNA CIRCULAR 2016-07
18th March 2016
5
The Pulse
Man questioned over lifeboat break-in By Keith Rossiter
A man is helping police inquiries into a lifeboat break-in which could have put lives at risk.The RNLI's
Trent class all-weather lifeboat Maurice and Joyce Hardy at Fowey was broken into sometime between
Monday afternoon and Tuesday morning. The intruder stole £100 worth of tools, and cut off the power to
the lifeboat. An electrical connection to the shore is vital to keep the engines warmed up and instantly
workable and the lifeboat's batteries charged so that her crew do not lose time in an emergency. Police
said a man was helping with their inquiries. Cath Ellis, volunteer lifeboat press officer for Fowey RNLI,
said: "To do something like this is seriously worrying and could have had very serious consequences."
The crew members are all horrified and seriously worried as this lifeboat regularly saves lives, most
recently launched in horrendous weather last Friday night. "They are always prepared to go, going out in
all weathers and at all times of the day and night and it is imperative that they feel safe." The Fowey
RNLI crew members are all volunteers. Police said the thieves pulled the boat alongside the pontoon to
get on board. Source : plymouthherald.
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Great Yarmouth Port selected for wind farm construction
Jonathan Cole, Managing Director of Offshore Wind at ScottishPower Renewables (SPR), has announced
that the Port of Great Yarmouth has been selected as the construction base for the East Anglia One
offshore wind farm project. The announcement was made at EEEGRs SNS event which is taking place at
the Norfolk Showground, Norwich. Addressing attendees this morning, Cole confirmed that £5m of
investment will be put into the Port of Great Yarmouth for work during the construction phase of the East
Anglia One project which is expected to begin in summer of 2018. The announcement follows last weeks
confirmation that SPR had made the Final Investment Decision and is fully committed to the
development and construction of the Project. SPR stated that it will now progress with the aim of the
windfarm being fully operational by 2020. The project developers also concluded a £25m deal with the
Port of Lowestoft to be the home of operations for the windfarm over a 30-plus year’s term, during the
operation phase.
East Anglia ONE will see the installation of 102 wind turbines in the southern North Sea, approx. 26
miles off the coast. The overall investment will be in the region of £2.5 billion, and the project is planned
to meet the annual electricity demands of the equivalent of 500,000 homes. For more information, please
visit : Peel Ports: HOME
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Crew rescued after cargo ship runs aground off Taiwan
(CNA) Taiwan's National Airborne
Service Corps on Thursday rescued all
21 crew members from a cargo ship that
ran aground about 300 meters off the
coast of Shimen Township in New
Taipei. The crew members were airlifted
to safely after they abandoned ship on
the captain's orders, according to the
Coast Guard Administration (CGA).The
CGA said that due to the inclement
weather, its vessels were unable to
approach the area to rescue the crew and instead it called in the National Airborne Service Corps, which
deployed helicopters. All 21 crew members, including five Myanmar nationals, are in good condition and
none of them required hospital treatment, the CGA said. The grounded ship, meanwhile, has been leaking
oil into the ocean, the CGA said. The coast guard said it has put down oil boom barriers to contain the
spill and minimize the damage to the environment. Source: Focus Taiwan (By Wang Chao-yu, Wang
Hung-kuo and Evelyn Kao)
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MNA CIRCULAR 2016-07
18th March 2016
6
The Pulse
On-load release hooks in lifeboats and rescue boats
While the replacement of non-compliant on-load release
hooks in conventional lifeboats is now well underway,
identical hooks fitted in rescue boats may go unnoticed as
they are not subject to the same regulations. In 1986 it
became mandatory for hooks fitted in conventional lifeboats
onboard ships to have on-load release mechanisms. Since
that time, lifeboats and rescue boats using on-load release hooks have been involved in a large number of
accidents during mandatory emergency training on board ships. Various regulatory changes have been
introduced over the years to reduce the frequency and consequences of such accidents, e.g. requirements
for mandatory maintenance and service, and a relaxation of the requirement for seafarers to be onboard
the lifeboats during test launch and retrieval, and in 2013, new requirements relating to an improved
design of the on- load release hook itself entered into force. However, the safety of lifeboats and rescue
boats remains a concern. The new regulations addressing improvements in the design of on-load release
hooks do not apply to older hooks fitted in boats used solely for rescue purposes. It is also worth noting
that not all the reported accidents were solely the result of poor designs. Insufficient onboard procedures
and crew competence have been identified as contributing factors in many lifeboat and rescue boat
accidents………………..
The following should be noted:
1) After the next scheduled dry-docking, but no later than 1 July 2019, ships keels laid before 1 July
20143 shall have onboard either a:
Factual Statement from the manufacturer, documenting that ‘compliant’ hooks have been subject to their
overhaul examination (ref. MSC.1/Circ.1392 items 16-17); or Statement of Acceptance from the flag
State documenting that the complete retrofit process for ‘non-compliant’ hooks have been subject to their
approval and witnessing (ref. MSC.1/Circ.1392 item 26).
2) The amendments to the SOLAS requirements for on-load release hooks represent important safety
improvements and should also be applied to hooks fitted in boats used solely for rescue purposes as well
as hooks fitted in lifeboats onboard ships not subject to the requirements of SOLAS III/1.5, e.g. ships
operating in domestic trade. The ship’s flag State may also have specific requirements for on-load release
hooks other than those fitted in conventional lifeboats.
3) With the STCW Code stating only the minimum requirements for crew training, ship operators should
ascertain that relevant crew members receive sufficient onboard training enabling them to safely operate
the type of lifeboat and rescue boat carried on board their ship of employment. And – once a new or
modified hook is fitted onboard – the relevant ship specific procedures should be reviewed and additional
training of operating crew undertaken. The hook manufacturer should be approached for clarification of
the correct use of the systems if necessary. Fall prevention devices (FPDs), either a locking pin through
the cheek plates of the hook or a sling between the davit fall blocks and an attachment point of the hooks,
may be used as an interim risk mitigation measure until compliant hooks are fitted (see
MSC.1/Circ.1327). However, the use of FPDs can introduce additional operational risks, and it is
important that the ship’s operating crew is familiar with the operation of the FPD fitted to the lifeboat on
their ship. The procedure to follow when using an FDP should be readily available onboard and the crew
should receive relevant training. Source: GARD
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Anchor Awareness - video on anchoring and anchor losses
Redirect Error
Source: Gard
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MNA CIRCULAR 2016-07
18th March 2016
7
The Pulse
Matthias Schoenaerts Starring in Submarine Disaster Movie ‘Kursk’
Matthias Schoenaerts will star in EuropaCorp’s “Kursk” movie based on the K-141 Kursk submarine disaster, in which 118 Russians perished in 2000. Luc Besson’s EuropaCorp hired Danish director Thomas Vinterberg in January to direct from a script by “Saving Private Ryan” screenwriter Robert Rodat, based on Robert Moore’s book “A Time to Die.” “Kursk” reteams Schoenaerts with Vinterberg, who directed him in the 2015 adaptation of Thomas Hardy’s “Far From the Madding Crowd,” starring Carey Mulligan. The Kursk sunk after explosions within the submarine during a Russian naval exercise in the Barents Sea. The Russian government refused help from foreign governments for five days before agreeing to aid from the British and Norwegian governments. The Russian Navy initially asserted that the sinking had been caused by a collision with another vessel but the government eventually admitted that the cause was a torpedo explosion in the submarine. The Belgium-born Schoenaerts most recently starred in “The Danish Girl,” with Eddie Redmayne and Oscar winner Alicia Vikander. EuropaCorp is developing “Valerian” with Dane DeHaan and Cara Delevingne starring. Its upcoming slate includes “Shut In,” starring Naomi Watts; “Nine Lives,” starring Kevin Spacey and Jennifer Garner; and “The Lake,” starring Sullivan Stapleton and J.K. Simmons. Vinterberg’s credits include 1998’s “The Celebration” and “The Hunt.” Schoenaerts is repped by CAA and UBBA. The news was first reported by Deadline Hollywood. Source: variety.
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Pirates now isolating high-value containers through hacking:
Verizon report By Charlie Bartlett from London
A report by US tech firm Verizon outlines a case of a series of pirate attacks targeting high-value containers, identified in advance by hackers. Cyber-criminals were able to download bills of lading from the undisclosed company’s servers, identifying specific containers through barcode information. The hack enabled pirates to board the vessels and target these specific high-value containers, stealing their cargoes, rather than “spending days holding boats and their crew hostage while they rummaged through the cargo”. The pirates “would board a vessel, force the crew into one area and within a short amount of time they would depart,” a tactic the report described as “Fast, clean and easy”. “They’d board a vessel, locate by bar code specific sought-after crates containing valuables, steal the contents of that crate—and that crate only—and then depart the vessel without further incident,” the document indicated. Verizon’s Risk team was able to identify the problem and shut down the compromised servers, block the cyber-criminals’ IP address, reset all the compromised passwords and rebuilt the affected servers. The International Maritime Bureau (IMB) recently reported that cargo thefts now make up the majority of pirate attacks, rather than hijackings or hostage-taking, and predominantly take place in Southeast Asia, with attacks on moving vessels rising to 55% in 2015 from 37% in 2014. Source: seatrade-maritime
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Disney Cruise Line Plans to Add 2 More Ships
Walt Disney Co said it signed an agreement to build two cruise ships for its Disney Cruise Line business. The company, which signed the agreement with the Meyer Werft shipyard in Germany, said on Thursday the ships are expected to be completed in 2021 and 2023. Disney Cruise Line, which comes under the company's parks and resorts business, was launched in 1998 and operates out of ports in North America and Europe. The new ships, at about 135,000 gross tons, will be the biggest in Disney's fleet. The company is a much smaller player than market- dominating companies such as Carnival Corp and Royal Caribbean Cruises Ltd and has added capacity slowly. Disney operates four ships, with Disney Dream and Disney Fantas starting operations in 2011 and 2012, respectively. Source: Reuters (Reporting by Kshitiz Goliya in Bengaluru; Editing by Maju Samuel) / Marinelink
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Falklands Memorial inscription fund
https://www.gofundme.com/xrm7x9m4?ut...campaign=upd_n
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MNA CIRCULAR 2016-07
18th March 2016
8
The Pulse
EU PORT PACKAGE III FAILS THE TEST ON BETTER REGULATION AND PROPORTIONALITY. The EP will on the 8th March will be voting on the Port Package III, after the TRAN Committee (on the 26th January) did not give a mandate to the rapporteur to enter into negotiations with the Council and the European Commission as there was not the required qualified majority of 25 votes, being rejected by 1 vote.
The Plenary of the European Parliament shall therefore consider whether such mandate should nevertheless be given, either on the adopted text or an amended version.
The ETA, the sole representatives of the towage industry in Europe, maintains its position that the Draft Regulation should be rejected or withdrawn by the Commission under the European Commission's Regulatory Fitness and Performance programme (“REFIT”).
It fails to address the challenges that the Commission brought forward for its proposed legislation.
Better Regulation and Proportionality failure
In its amended format put to vote, subject to further possible amendments tabled in Plenary, the Draft Regulation would be “establishing a framework for the organisation of port services and for financial transparency of ports”.
Port services in actual fact include:
- bunkering - port reception facilities
- cargo handling
- mooring
- passenger services
- pilotage
- towage
However the adopted Draft limits the scope of the whole Chapter II (now called “Organisation of port services” instead of “Market Access”), with the exception of article 10a (on training requirements an labour protection), to :
- bunkering
- port reception facilities
- mooring
- passenger services
This means that the legal framework would only organise 4 port services out of 7. Consequently, the Draft gives the impression that the other services, unlike towage, either would not have to be organised by a European legal framework, or are not in need of enhanced efficiency, modernising, lifting of potential market access barriers nor attracting investments.
Only 2 out of 3 “technical-nautical services” would be covered.
The Commission itself, when quoting from its impact assessments has acknowledged that, “in terms of internal repartition of costs [i.e. port charges] port infrastructure charges represent between 5-10%, technical-nautical services [including pilotage] between 10-15%, cargo handling between 45-60%.”
This selective, unfair and limited application reveals total inconsistence with the objectives that the Commission brought forward to maintain its proposal. Consequently, it is immediately clear that this Regulation, apart from Chapter III on transparency for port finances, would not stand the test of Better Regulation and/or proportionality as it would limit its intended impact to a fraction of port services, contributing the least to port charges, as opposed to those services not falling under the scope.
No exemption for towage: denial of the vital contribution of towage to safety in ports
By not exempting towage, like pilotage, from Chapter II on the organisation of port services (article 11) the Draft Regulation negates the vital role of towage providers in safe operations and environmental protection in ports.
The Rapporteur acknowledges “the high relevance of pilotage for safe and secure port operations” in his Explanatory Statement however no single port user and/or port authority would not consider towage as equally indispensable to maintain the highest level of navigational safety.
MNA CIRCULAR 2016-07
18th March 2016
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The Pulse
Towage operators often work within a framework of public service obligation contracts by virtue of which they are obliged to provide safe and efficient harbour towage services and response to safety related incidents. Major economic and environmental catastrophes in European ports are often avoided thanks to prompt and adequate intervention of tugs. Two recent examples among several others were the successful re-floating of a mega carrier, like the CSCL Indian Ocean, with its cargo of up to 18,900 TEU in February 2016 on the Elbe, requiring assistance of 12 tugs. See: https://gcaptain.com/watch-video-cap...-indian-ocean/ and the avoidance of collision in the port of Valencia by ETA member tugs. See : http://worldmaritimenews.com/archive...s-in-valencia/ .
Lacking of clear rules on state aid in ports
Whereas Rapporteur Fleckenstein had repeatedly underlined the link between the Port Regulation and state aid rules for ports securing investments for sustainable port infrastructure, the review of the scope of the Block Exemption Regulation, announced repeatedly by the Commission is still lacking. This undermines the relevance of Chapter III on Transparency, as it proposes a set of rules on the use of public funds, the definition of which is not clarified hitherto in state aid rules.
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IMO: No Going Back on Container Weighing
IMO Senior Deputy Director for Marine Technology and Cargoes, Maritime Safety Division, Joseph Westwood-Booth, recently told an audience at the ICHCA conference in Barcelona that he wanted to make it “perfectly clear” that there would be “no delays” to the SOLAS amendment on container weighing, according to The Loadstar. The beginning of March, 2016 has brought significant ambiguity to the container weighing debate, with US Coast Guard Rear Admiral Paul Thomas telling the TPM Conference that he believes the impending SOLAS guidelines on container weight verification “are not mandatory”. Following this, the Global Consolidators Working Group wrote a letter to the IMO stating that the container weighing rule is “too vague” to implement. As the regulations that are due to be implemented stand, shippers bear responsibility to ensure a container is weighed correctly and can do this via two methods: weighing the contents and then the container to get a total weight, or weigh the container with the contents already packed. At present, the most practical option looks to be weighing containers in ports as part of a service, there are several ways in which this can be done: weighbridges is one option, as is implanting weighing technology on various pieces of port equipment, yet the finer details are still to be figured out despite the implementation date drawing ever near. Managing Director of Strainstall Simon Everett expands on the rule https://www.youtube.com/watch?v=DUq9Ebk5MFg
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1 dead, 4 still missing after ferry capsizes in Indonesia's Bali Strait
Preliminary investigations showed the incident was caused by a leak that occurred just as the ferry had departed Gilimanuk, Bali, towards the Ketapang Port in East Java.
https://www.youtube.com/watch?v=-H6T6pB9bio to view the Dramatic footage which shows the ferry tilting then sinking, belly up in front of aghast onlookers. People could also be seen jumping into the water from the vessel, which was almost completely submerged in minutes. Video received via the maritime network of Ismed Syamsuddin (Paybar Salvage-Batam)
The Indonesian ferry RAFALIA carrying 71 passengers and crew, as well as 25 vehicles including two trucks, reportedly sank in the Bali strait at about 1.30pm on Friday (Mar 4). Spokesperson for the Indonesian National Armed Forces (TNI AL) in Banyuwangi,.TNI had deployed two patrol boats to conduct the rescue when the incident was first reported, he added. Several of the passengers had already been rescued by fishing boats when the rescue team arrived. Preliminary investigations showed the incident was caused by a leak that occurred just as the ferry had departed Gilimanuk, Bali, towards the Ketapang Port in Banyuwangi, East Java. Source: Channlenewsasia
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MNA CIRCULAR 2016-07
18th March 2016
10
The Pulse
What could Brexit mean for the shipping industry?
Following the victory of the Conservative Party in last May’s general election, British Prime Minister David Cameron promised a referendum on the UK’s membership of the EU by the end of 2017. After negotiations between the UK and the other 27 EU Member States, a package of measures and reforms were recently agreed, and the Prime Minister has announced that a Referendum on EU membership will take place on Thursday, 23 June 2016.One issue that has already provoked much public debate between those supporting and opposing a British exit (“Brexit”) is whether the package of measures and reforms negotiated by Mr Cameron is legally binding: that is a political hot topic and one on which we do not intend to comment, but we at Ince & Co have been thinking about how Brexit might affect our own clients’ businesses from a practical point of view.
The EU is made up of 28 Member States and some of the world’s largest container and passenger ports are situated in its territory including Rotterdam, Hamburg, Antwerp, and Piraeus. Four of the world’s five largest shipping companies are based in the EU. According to a recent Parliamentary Briefing, the EU is the UK’s largest trading partner, accounting for around 45% of exports, and 53% of imports, of goods and services. Over three million jobs in the UK are linked, directly or indirectly, to exports to the EU. European Union law, in the form of Treaties, Regulations and Directives, affects a wide number of commercial issues including trade, environmental regulation, international trade sanctions, competition law, employment, tax, immigration and infrastructure projects. If the electorate votes for Brexit, the UK will be the first Member State to do so since the creation of the first European “Community” in 1952, marking a new chapter in the European experiment, and sending the UK into uncharted waters. Commentators provide varying assessments of the likelihood of Brexit but it cannot be denied that it is a possibility that must be taken seriously, and now is the time for businesses to start thinking about how it might impact on them. As the debate develops and we get a better idea of the shape of any post-Brexit UK, it will be easier to assess its likely impact: the discussion below is therefore necessarily tentative but is intended to be helpful to contingency planning.
What might change?
UK laws of particular importance to the shipping industry that would be affected by Brexit: > Directly: where EU Institutions create laws that are automatically incorporated into UK national law, such as Regulations, or where EU Treaties are transposed into UK law by the UK’s Parliament enacting implementing laws; > Indirectly: where the EU Institutions issue Directives setting an objective aimed at creating harmonised EU-wide rules but leaving it to Member States to adopt national laws to achieve the objectives set by the Directives; and > EU Decisions and the rulings and opinions of the EU Courts.
Laws of particular importance to the shipping industry are likely to those regarding trade, insurance, environmental regulation, international sanctions, contract terms, competition law, employment, dispute resolution and trade treaties with non-EU states. We discuss some of these below.
Competition Law: EU competition law applies to agreements and market conduct that affect trade between Member States, and the EU Commission has primary jurisdiction to enforce EU competition law, including granting clearance to mergers and investigating cartel activity. Where the effects of an agreement or market conduct are confined to a single Member State, national laws apply. Brexit would likely lead to a separate competition regime applying to the UK and to competition enforcement in the remaining 27 Member States, leading to the need for dual clearances in the case of mergers and exposure to regulatory investigation under two parallel, but distinct, regimes. Brexit would likely mean that compliance with both UK and EU competition rules would become more complex and burdensome. Contract Terms: Many shipping contracts include a reference to territory. Should Brexit occur, there may be uncertainty as to whether a contract signed pre-Brexit containing a territorial clause referring to the EU will continue to include the UK. If existing contracts are drafted in a way that presumes the existence of an EU containing the UK, or makes a reference to the EU without specifically defining what that is, such contracts may be void on the basis that they are unclear and inoperable. Faced with such uncertainty, parties to a contract with ill-defined territorial clauses may be tempted to seek to terminate on the basis that the contract is void. If Brexit occurs, care will need to be taken in the event that an existing contract is renewed, as the court would almost certainly apply the definition of EU relevant at the time the
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(renewed) contract is entered into, which might be different from the original or intended definition. The impact of Brexit on any related contracts will need to be assessed, along with those intended to be on ‘back to back’ terms, in which relevant clauses may not be similarly defined.
Dispute Resolution: The rules by which the UK courts determine jurisdiction over, and the law applicable to, the majority of disputes arising between parties within the EU (both for contractual and tortious claims) are currently determined by EU Regulations. In addition, parallel proceedings in the courts of more than one EU member state are prohibited where those proceedings involve the same or related issues, meaning that a defendant is protected from being sued in relation to the same dispute in two separate EU jurisdictions. Parties also benefit from the ease with which judgments may be enforced across EU borders. Should the UK withdraw from the EU, its courts may no longer be bound by the EU Regulations that achieve this, unless the UK chooses to continue to adhere to the Lugano Convention. In the event of Brexit, it is not known whether the UK will continue to apply similar rules on applicable law and jurisdiction as the current EU rules, or whether a system similar to that adopted in relation to disputes arising with companies in states outside of the EU will apply. Either way, until clarified, Brexit would leave companies unable to calculate with any degree of certainty their exposure to different legal systems should a dispute arise. A law and jurisdiction clause in all contracts therefore remains a commercially sensible approach.
Employment: A significant amount of UK employment law is based on EU rules, for example the Working Time Directive and the Agency Workers Directive. In the event of Brexit, it would be open to the UK to redraft any aspect of its employment law. The UK would have to negotiate appropriate arrangements in relation to residence and employment of UK nationals working in the EU and EU nationals working in the UK. Given the significant number of international employees engaged by the shipping community, both onshore and offshore, the potential changes to UK employment law may therefore have a significant impact. For maritime operators with European operations both in the UK and in the rest of the EU, unless the UK chooses to continue to apply pre-Brexit EU employment law without modification, which appears unlikely, two separate (and not necessarily complementary) employment regimes may apply to their workforce.
Insurance: Any insurer in the EU is automatically entitled to write insurance business in other member states. This means that, for example, German insurers can write business in the UK, and London underwriters can write shipping risk in Germany (and indeed all other EU states). This is known as “passporting” and the idea is that the insurer’s “home” regulator regulates that insurer’s activities, removing the need for the insurer to be regulated in each Member State. Brexit would undermine this and, unless alternative measures were introduced, may restrict the ability of insurers (and those buying insurance) to shop around and get the best price and terms for their business.
Sanctions: As a member of the EU, Britain is party to, and therefore must comply with, the sanctions regime imposed by the EU. Those sanctions are currently against states such as Russia, North Korea, Belarus, Syria, and Yemen. The situation regarding Iran is currently, as widely reported, in a state of change. It remains to be seen whether, were Brexit to occur, the UK would implement mirror legislation, or even harsher or less strict sanctions. Regardless of whether it were to impose any replacement sanctions regime, the UK would not be ‘sanctions-free’, as it would still be a party to, and therefore have to comply with, the sanctions imposed by the United Nations against several regimes.
Trade: Under EU law, trade within the Union is liberalised as between Member States, allowing goods and services to be traded within the EU without internal customs barriers or tariffs. In addition, EU citizens can move freely, establish themselves commercially or as residents and can trade without restrictions (except for certain professional qualification rules). EU membership therefore gives UK businesses access to the EU “Single Market”. As to external trade with non-EU countries, the EU benefits from a wide range of bilateral and multilateral trade treaties, allowing preferential access to EU goods and services in these countries, as well as reducing or eliminating customs or tariffs. Should the UK cease to be an EU Member State, UK businesses would no longer benefit from EU internal trade access without a bilateral agreement between the UK and the EU. Although it is possible to be a member of the European Economic Area (EEA) as an associate state of the EU, it is not clear whether the UK would seek to do
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this or seek to enter into an entirely new free trade or association agreement with the EU. Operating
within the EU market may become increasingly complex and consequently potentially more expensive for
UK operators, as might operating in the UK market for EU operators. Those operating in the UK and also
in the rest of the EU would face the burden of having to comply with both EU and UK laws on trade,
rather than complying with the current harmonised EU system.UK businesses would also not be able to
benefit from the network of EU bilateral and multilateral external trade agreements with other countries,
as the UK would have to negotiate its own individual trade agreements with those countries. The UK
would continue to benefit from World Trade Organisation agreements, but these would not cover the
detailed preferential bilateral arrangements that exist in current EU agreements with other countries.
Exporting UK goods and services would become a more complex process than at present and, during the
UK’s negotiations for its own individual trade treaties as a non-EU state, there would likely be
uncertainty, which could be for a lengthy period.
What you should be doing and how we can help If the UK votes to leave the EU, it will not happen
overnight; under the existing Treaties, a two year exit process is envisaged. But now is the time for those
who will vote in the June referendum to think about how their vote might impact on their industry and for
all who may be affected by Brexit, wherever they may be, to start thinking about, and planning for, its
possible implications. As the debate continues and we get a better idea of the “shape” of a possible post-
Brexit UK and EU, we will provide our further thoughts and comments on its possible effect on shipping.
Source: Ince & Co
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[Captain Kong]

CONTINUED......................
.
for Armed Forces Day. As part of the event I would like to highlight the full breadth of service and exservice
organisations related to our Armed Forces over the last century, and following a conversation with
one of your members I'd be very pleased if the MNA could take part in our AFD event on Saturday 25th
June 2016.
We'd be pleased to host a display including short talks or presentations from members, and if you wish to
take part in the parade intended to open the event we'd also be very pleased to welcome you and your
standard (if appropriate).
I look forward to hearing from you.
Eadwine Brown eadbrown@malvern-tc.org.uk >
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Container Weighing Guidelines “Not Mandatory” ???????
US Coast Guard Rear Admiral Paul Thomas has told the TPM Conference that he believes the impending SOLAS guidelines on container weight verification “are not mandatory”, according to the Journal of Commerce. The statement comes shortly after a letter was sent to the International Maritime Organization from the Global Consolidators Working Group stating that the impending container weighing rule is "too vague" to implement. Despite the recent voices of dissent, the rule is still set to be implemented on July 1, 2016, with myriad issues still to be solved in how shippers – who bear ultimately responsibility for the correct weight of a loaded container – actually weigh cargo. There are presently two options: to weigh the container and its contents separately, or to weigh the container with its contents preloaded. The latter option seems to be the most favourable at present, and with this option shippers have the opportunity to weigh containers in ports. A variety of opportunities are being developed for this. Source: porttechnology
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Use Of Electronic Log Books Onboard
The MPA Singapore has issued a circular announcing that it will accept the use of electronic log books as equivalent to manual log books provided conditions, including those found in IMO Res. A.916(22), are applied. Merchant Shipping (Safety Convention) Regulation s Chapter V Regulation 13 and Regulation 28, requires all ships to carry deck and engine room log books to:
· record indelibly in English the performance of the ship, her machinery, boilers and other daily events including such data as the ship’s position, speed, course, weather conditions, fuel consumption, tank soundings, machinery operating pressures and temperatures and any incidents which may appear to be of importance to safety of life at sea, prevention of pollution to the marine environment, etc.
· maintain a record of navigation and engineering activities and incidents which must contain sufficient details to restore a complete record of the voyage. Such logs when entered by hand are required to be signed daily by the officers of the watch and countersigned by the master or the chief engineer as appropriate. Such logs or copies thereof shall be made available to the Director as and when required. MPA will accept the use of the electronic log book as equivalent to the manual deck and engine log books onboard Singapore registered ships, as a means of keeping a record of navigation and engineering activities and to improve the efficiency and accuracy of record keeping. The electronic log book should meet the listed guidelines in Annex A and IMO Resolution A.916(22) “Guidelines for the recording of events related to navigation”.
The MPA Singapore advises:
· Ship owners, managers, masters and officers of ships fitted with electronic log book are to use the guidelines to facilitate safe and efficient usage of electronic log book. Existing automatic recording devices (e.g. engine speed logger) would be considered acceptable as part of the electronic logbook.
· Ship owners and managers who propose to use the electronic log book must incorporate procedures in their Company’s and Ships’ Safety Management System to address the training, use, maintenance, backup and safekeeping of the electronic log book
Shipping Circular 7-2016 (Home ) Source: MPA Singapore
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Oil rig crane collapse
THE HEALTH and Safety Executive have been contacted after a crane collapsed on a North Sea oil rig east of Shetland at 3am on Wednesday morning. Oil company CNR International said none of the 102 crew on board the Murchison platform were injured, but there was “structural damage” to one of the cranes.
The company is carrying out its own investigation, and said there were no plans to evacuate the rig. They said the incident occurred during a lifting operation. The Murchison platform stopped producing oil in March 2014 and should be full decommissioned in the early 2020s. source: Shetland News __________________________________________________ ___________________________________
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Port of Tilbury plans £100m investment for expansion
By Charlie Bartlett from London
Forth Ports has purchased an additional 152 acres of land east of the Port of Tilbury, with the intention of expanding its operations there. Bought from the now decommissioned Tilbury Power Station, owned by RWE, the acquisition brings the port to a total of 1,100 acres. While the price of the acquisition is not being disclosed, at least £100m ($141m) of investment is planned for infrastructure and facilities on the land. "The former power station site offers a fantastic deep water berth and the land is ideal for the port centric logistics in which Tilbury specialises,” said Robin Mortimer, chief executive of the Port of London Authority. “This is a really important development. It’s all part of a picture of growing trade on the Thames, which we are actively supporting through the Thames Vision project.” Steve Boughton, head of Business Development UK for RWE, said: “We are delighted to have sold part of the site to the Port of Tilbury which we believe offers a fantastic opportunity for businesses and employment in the local area and beyond. We will continue to work closely with the port over the coming months while demolition of some buildings take place. We wish the port every success for its future plans.” Source: seatrade-maritime
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Australian Navy Seizes Huge Weapons Cache Off Somalia
March 7, 2016 by Reuters
NAIROBI, March 7 (Reuters) – An Australian Navy ship has seized a huge cache of weapons near Oman’s coast from a fishing vessel bound for Somalia, the navy said on Monday, exposing a possible violation of a U.N. Security Council arms embargo.
The United Nations has a decades-long arms embargo in place against Somalia, which has been mired in conflict since civil war broke out in 1991.
The Australian navy, which patrols waters around the Indian Ocean as part of an international maritime force, said it had seized nearly 2,000 AK-47 rifles, 100 rocket-propelled grenade launchers, 49 PKM machine guns, 39 PKM spare barrels and 20 mortar tubes from the fishing vessel.
“The weapons were seized under United Nations sanctions, which authorise interdiction on the high seas of illicit weapons destined for Somalia,” the navy said in a statement.
In 2013, the U.N Security Council eased some of the embargo restrictions, allowing the Western-backed government in Mogadishu to buy light weapons to bolster its armed forces in the battle against Islamist al Shabaab insurgents, who are aligned with al Qaeda.
One Western security source said the street value of the Australian Navy haul appeared to be more than $2 million.
The Australian Navy did not indicate who was the intended recipient of the weapons, which were found hidden under fishing nets. As well as al Shabaab, some regional states in Somalia operate and equip their own militias without the approval of the central government.
A Somali government spokesman could not immediately comment on the Australian Navy statement.
The navy said personnel from HMAS Darwin had boarded the fishing vessel about 170 nautical miles (313 km) off the coast of Oman to verify which flag it was sailing under and they determined that it was stateless.
HMAS Darwin is in the region as part of the Combined Task Force 150, responsible for counter-terrorism operations, curbing piracy and drug smuggling. (Reporting by George Obulutsa; Editing by Drazen Jorgic and Gareth Jones)
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Weapons seized by HMAS Darwin from a small-arms smuggler boarded approximately 170 nautical miles off the coast of Oman. Photo credit: Australian Royal Navy
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Mysterious Nazi submarine from WWII discovered in Great Lakes
February 18th, 2016 | by Barbara Johnson
History 5
Niagara Falls| Divers from the U.S coast guard took part this
morning, in a delicate wreck recovery operation to bring to
the surface a Nazi submarine discovered two weeks ago at
the bottom of Lake Ontario.
The U-boat was spotted for the first time by amateur scuba
divers in late January and they had contacted the authorities.
Archaeologists associated with Niagara University of and
master divers from the U.S Coast Guard were mobilized on
site to determine what it was, and they soon realized that
they were dealing with a German submarine that sank during
World War II.
A wreck recovery vessel of the Great Lakes Shipwreck
Historical Society was mandated to refloat the ship and bring
it back to Niagara Falls, where it must be restored before
becoming a museum ship. The delicate recovery operation
took nearly 30 hours to complete, but the submarine was
finally brought down on the bank with relative ease.
The divers of the U.S. Coast guard braved the frigid water temperature to go attach cables to the wreck
for the recovery operation.
The submarine was identified as the UX-791, a unique experimental German submarine, based on the U-
1200 model, and known to have participated in the “Battle of the St. Lawrence”. It was reported missing
in 1943 and was believed to have been sunk near the Canadian coast.
Professor Mark Carpenter, who leads the team of archaeologists, believes that the U-boat could have
travelled up the St-Lawrence River, all the way to the Great Lakes, where it intended to disturb the
American economy.
A report from the dated from February 1943 suggests, that the ship could have attacked and destroyed
three cargo ships and two fishing vessels, even damaging the USS Sable (IX-81), an aircraft carrier of the
U.S. navy that was used for training in the Great Lakes, before finally being sunk by anti-sub grenades
launched by a Canadian frigate.
“We have known for a long time that the Nazis had sent some of their U-boats in the St-Lawrence River,
but this is the first proof that they actually reached the Great Lakes,” Professor Carpenter told reporters.
“This could explain the mysterious ship disappearances that took place in the region in 1943, and the
reported “Battle of Niagara Falls” which had always been dismissed as a collective hallucination caused
by fear.”
The restoration of the submarine could take more than two years, but once completed, the museum ship is
expected to become one of the major tourist attractions of the region.
I’m unsure of the dating of this discovery.
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Mandatory container weight verification
The Maritime Safety Committee (MSC), at its ninety-fourth session (17-21 November 2014), adopted, inter
alia, amendments to SOLAS regulation VI/2 (see resolution MSC.380(94)), to require the mandatory
verification of the gross mass of packed containers. In addition to the amendments to SOLAS regulation VI/2
and with a view to establishing a common approach for the implementation and enforcement of the SOLAS
requirements regarding the verification of the gross mass of packed containers, the Maritime Safety Committee
approved the Guidelines regarding the verified gross mass of a container carrying cargo (MSC.1/Circ.1475).
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THORDON’S COMPAC SEAWATER-LUBRICATED PROPELLER
SHAFT SYSTEM NOMINATED FOR MAJOR ENGINEERING AWARD
Thordon Bearing’s revolutionary COMPAC seawaterlubricated
propeller shaft bearing system has been
nominated in the Auxiliary Machinery category of the
European Marine Engineering Awards, which will take
place in Amsterdam, next month. Craig Carter, Thordon
Bearings’ Head of Marketing and Customer Service, said:
“We are absolutely delighted that COMPAC has been
nominated for such a prestigious award. Being proposed for
an engineering award is testament to the advances our
engineers and scientists have made in polymer technology.“
The polymer we use in our COMPAC system is quite different from other material technology opted for
in seawater-lubricated bearing systems,” added Carter. “Other bearing materials tend to have a life span
of between five and seven years before they need replacing but our engineers have produced a polymer
allowing us to offer a guaranteed bearing wear-life of 15 years. Current vessels using COMPAC are
seeing even longer wear life.” George Morrison, Thordon Bearings’ Regional Manager West Europe and
Africa, said: “To be nominated for this award soon after winning the Tanker Shipping & Trade
Environment Award last November is a remarkable achievement and illustrates the confidence that the
market has in this technology.” Last year Thordon Bearings’ COMPAC seawater-lubricated propeller
shaft bearings were ordered for a number of significant commercial vessels. These included the two
largest Jones Act containerships to be built, the 3600TEU vessels for Matson Navigation; the 38700dwt
‘eco’ bulk carrier Revelin for Atlantska Plovidba; and JT Cement’s Greenland, the world’s first ever
LNG-fueled dry bulk ship. Other nominees for Riviera Maritime Media’s European Marine Engineering
Awards include ABB’s Azipod D and Wärtsilä’s Sternguard Seal. Nominees had to demonstrate a
technological development that improves a vessel’s operational efficiency or reduces risk to personnel.
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Crane Block Failures on IHI and IHI-WMMP Deck Cranes
Following the failure of a number of crane blocks on vessels loading logs in New Zealand in recent years,
Maritime New Zealand has published a Safety Bulletin addressing the issue. The incidents have involved
crane blocks fitted to 30 tonnes Safe Working Load (SWL) IHI and IHI-WMMP deck cranes. It would
appear it is possible for the crane block’s side (cheek) plate to be bent outwards at the bottom, releasing
the trunnion pin to which the hook is attached via shackles. The damage could be caused either by
catching the bottom of a cheek plate on the ship’s structure, or by swinging a block against, for example,
the inside of the hatch coaming, such that the momentum of the load causes the cheek plate to be bent
outwards. Members with vessels fitted with IHI and IHI-WMMP 30t SWL deck cranes are advised to
check whether their crane blocks may be susceptible to the type of failure detailed in IHI’s Service
Bulletin on this issue, and if necessary, arrange for suitable modifications to the crane blocks to reduce
the possibility of such damage occurring. Source: West of England P&I Club
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Maersk Tankers Claims First Drone Delivery to Ship at Sea
https://gcaptain.com/maersk-tankers-...o-ship-atsea/?
utm_source=gCaptain+Newsletter&utm_medium=email&utm_campaign=8f5b82074a-
Mailchimp_RSS_CAMPAIGN&utm_term=0_f50174ef03-8f5b82074a-139894965
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Wärtsilä Admits Manipulation on Ship Engine Fuel Tests Wärtsilä internal audit
reveals deviations in a limited number of fuel consumption tests of marine engines Wärtsilä Corporation
has, at its own initiative, conducted an internal audit of test processes globally. This was done to secure
compliance and to ensure operational excellence within the company. Source: Marinelink
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Armed Forces Covenant
A four year campaign by our Association assisted by others, has led to RFA and Merchant Navy
personnel who have served on a civilian vessel while it was supporting HM Armed Forces being
recognised.
Please find below an excerpt from gov.uk website and click on the link below for more information:
“The Armed Forces Covenant will be extended to cover members of the Royal Fleet Auxiliary (RFA)
and the Merchant Navy, it has been announced today (December 10).
The move comes as the fourth annual Covenant report is presented to parliament. The Covenant is a
promise from the nation ensuring that those who serve in the Armed Forces are treated fairly. They
protect the nation with honour, courage and commitment, and deserve to be treated with fairness and
respect.
Under the new measures, all those in the RFA and Merchant Navy who have served on a civilian
vessel while it was supporting HM Armed Forces will now be recognised and supported by the
Covenant”.
https://www.gov.uk/government/news/a...rt-ispublished
.
At the bottom of the page, there is access to a 105 page report by clicking on “Read the full report
here”.
Further information is awaited as to how it will be operated for Merchant Navy personnel
verification etc.
Regards,
Tim Brant
National Secretary
Merchant Navy Association
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Callout for Rosslare RNLI to Fishing Vessel with Engine Trouble
Lifeboat crew with Rosslare RNLI had an early morning callout
to a 22–metre fishing vessel which had suffered engine failure
near Tuskar Rock lighthouse. The lifeboat pagers went off at
5.30am with the lifeboat launching a short time later. Rosslare
RNLI arrived on scene at 6am to find a 22-metre fishing vessel
with four people on board which had suffered engine failure,
2km northwest of Tuskar Rock lighthouse. The volunteer
lifeboat crew immediately established a tow in moderate sea
conditions and brought the vessel in to Rosslare Europort,
arriving at 7.15am. Commenting on the callout Rosslare RNLI
Lifeboat Press Officer Jamie Ryan said, ‘This was an early morning wake-up call for our volunteer
lifeboat crew but they are always ready to respond. Thankfully conditions were good and the lifeboat
crew were on scene quickly. Rosslare is a busy port with a lot of vessels coming and going so it is
important that when one suffers a problem that there is help close by and we can escort them to safety.
Everything went to plan and the four fishing crew are safe and well.’ Source: Afloat
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Rosslare RNLI tow 22 metre fishing
vessel in the early hours of Sunday
morning
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UK Defence Secretary announces £642 million investment in next generation nuclear submarines
Defence Secretary Michael Fallon has announced £642 million of investment for the Successor submarine program. The funding will help to progress work on the four new submarines that will begin replacing the Vanguard class, from the 2030s. The funding will go towards new parts and facilities, as well as further design work. The investment will include £225 million of investment for new facilities, at BAE Systems at Barrow-in-Furness, where the submarines will be assembled. That investment will ensure the submarines are built with maximum efficiency. The funding will also see significant investment in the UK/US collaboration for the Common Missile Compartment and around £200 million for the submarine’s power plant, including long lead items. This confirms the announcement made in last year’s Strategic Defence and Security Review and will provide a sound foundation for the next phase where we will be taking a staged investment approach. Defence Secretary Michael Fallon said, "Our nuclear deterrent provides the ultimate guarantee of our security and our way of life. That’s why we are getting on with this investment. "This money will support further design work, new infrastructure and the purchase of key parts such as engines and gearboxes, as well as jobs across the UK." This investment of £642 million will take the total cost of the Assessment phase to £3.9 billion. Source: seawavesmagazine.blogspot.
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V.Group acquires Bibby Ship Management
V.Group acquisition of Bibby Ship Management extends their market leading position to the offshore sector V.Ships announced the acquisition of Bibby Ship Management, part of the Bibby Line Group. With an established track record Bibby Ship Management has a particular strength in the management of offshore vessels with blue-chip clients. This is a significant step forward for V.Ships’ business – combining expertise and excellence from both businesses to strengthen the outsourcing proposition for our offshore and marine clients. The acquisition will see V.Ships welcome 332 employees from locations across the UK, Isle of Man, Sweden, Ukraine, India, Philippines and Singapore. Bibby Ship Management services all types of vessels providing:
• Extensive crew management solutions
• Technical support services
• Marine travel
• Marine surveying
• Training and recruitment services.
Clive Richardson, V.Group Chief Executive Officer says: “We are delighted to welcome Bibby Ship Management to V.Group. With the extensive expertise of the Bibby Ship Management team, our ability to offer comprehensive management and support services to offshore oil and gas assets and specialised project vessels is second to none. We believe our combined capabilities offer a compelling outsourcing proposition to our clients, helping optimise operating and budgetary performance for ship owners.”
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Capesize Bulk Carrier Refloated in Suez Canal March 9, 2016 by gCaptain
A grounded capesize bulk carrier has been refloated more than 12 days after running aground in the Suez Canal.
According to media reports and AIS, the New Katerina was refloated Monday with the help of tugs and after lightering operations were completed.
The Panamanian-flagged bulk carrier ran aground at kilometer 69 in the Suez Canal on February 25th while traveling from Suez, Egypt to Qingdao, China.
The incident did cause delays to several convoys, although the Suez Canal Authority has insisted that ship movements through the canal continued at a normal pace throughout the salvage.
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New Katerina. File photo credit: MarineTraffic.com/
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MOCE’16 connects companies and jobseekers
The registration for the Maritime & Offshore Career Event (MOCE) is going full speed ahead. That is not a surprise, because more than 100 top companies from the maritime and offshore industry will come together at the WTC Rotterdam on the 20thApril looking for ambitious starters and experienced professionals. Visiting MOCE will not only prepare visitors for the maritime and offshore labour market, it also helps professionals with the next step in their career.
This will be the tenth time we have organized the Maritime & Offshore Career Event and so, specially for this jubilee edition, the organization offers visitors a wide program. The visitors can attend various business presentations of exhibitors for example about actual projects and case studies. In the ‘MaritiemeVacaturebank.nl cube’ they can also have their CV checked and learn what is needed to be successful when applying for a job. In new sessions this year Middle Point will be giving training on how to apply for a job. Above all the exhibition floor will be a fully filled with many old friends, including Heerema, IHC, Tideway, Scaldis, Boskalis, Van Oord, Jan de Nul, TWD, Fabricom, SBM Offshore and GUSTOMSC. HR managers and recruiters of the various companies are ready to welcome you. Come prepared to find a new job or make a career move because in the past 10 years MOCE has helped many of our visitors to make this happen. This inspiring day will end with a business drink. Open for exhibitors and visitors this isa good moment to network and close the day with old and new friends from 17.00 to 18.00 hour at WTC Rotterdam.
Visitors can register for this career and networking event via the orange button on Maritime Offshore Career Event . On the website you will also find information about the Maritime & Offshore Career Event 2016, the program and the list with exhibitors. Participating as an exhibitor is still possible. Maritime & Offshore Career Event 20th of April 2016, WTC Rotterdam Free entrance! 10:30 t/m 18:00 hrs
Maritime Offshore Career Event www.facebook.com/navingomoce
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Coast Guard Suspends Search For Texas Man Who Fell From Ship The U.S. Coast Guard has suspended its search for a Texas man who fell from a cruise ship near Florida’s Key Largo. Coast Guard officials say 46-year-old David Mossman fell from the 10th deck of Royal Caribbean’s NAVIGATOR OF THE SEAS ship late Friday. The fall was a distance of about 100 feet. On Sunday, the Coast Guard had almost doubled its search coverage area, but the efforts were futile. Chris Eddy, search-and-rescue technical specialist at the Coast Guard 7th District, said, “Unfortunately, despite our best efforts and an exhaustive search, our crews were unable to locate him.” Eddy says the decision was made with “great care and deliberation.” A helicopter and plane were used in the search, which the Coast Guard says covered 2,583 square nautical miles. Source: CBS
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Merchant Navy veteran awarded Ambassador for Peace from South Korea 60 years later By Emma_Flanagan | Posted: March 10, 2016
Ted Williams, is the only one of the four local men who left Avonmouth in the 1950s for the Far East, who has received the honour, as his ship mates have all passed away.
Mr Williams, whose first name is Edwin, said: "It is lovely to receive the medal.
"I loved my time in Korea and Japan. It is a beautiful part of the world and I have always wanted to go back there."
In 1952 Mr Williams left Avonmouth on the Peter Dal II, alongside Jeff Prewett, David Burns, of Totterdown, and Ralph Phillips, of Downend.
They travelled to Staten Island to get supplies for their ship
A veteran of the Merchant Navy has been awarded an Ambassador for Peace medal for from the South Korean government 60 years after he served in the country
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but were not told which part of the world they would be taking them to.
Mr Williams said it was not until they passed through the Panama Canal that they realised they were heading to the Far East.
They served the US Army, taking supplies between ports in Korea and Japan.
Mr Williams said: "Our ship was one of only four which could take really heavy loads.
"We often be carrying trains or carriages and taking them to the ports.
"I did not realise when we left Bristol we would be going to war. I had no idea where we would be going."
.
He was presented with the honour by the President of the Merchant Navy Association, Bristol, Hamish Grant, in the presence of the group's chairman, Doug May.
Usually the South Korean government only awarded the honour to people who had returned to the country through the 'Revisit Programme'.
But as more than 60 years have passed since the end of the war the award has been made available to people who are not able to travel to the country.
Applicants for the medal can now receive their award on home soil.
Mr Williams, who is now 80-years-old, was just 16 when he served in South Korean, during the Korean War.
When he returned to the UK in 1954 he was called up for National Service
just a few months later.
But he never forgot his time in the Merchant Navy and has since campaigned, along with his four Bristol crew mates, for the right to receive the United Nation's Korea Medal for recognition of their service.
He said: "For me, at that age, being able to see so much of the world. It was just such an incredible opportunity.
"But I do not understand why we in the Merchant Navy cannot receive a UN medal for our time served.
"We have campaigned for years, but we are still told no.
"Everyone else got one, the Navy, the RAF, and the nurses.
"And my friends from Bristol which were in the Merchant Navy with me have all passed away."
The Korean War 1950 to 1953, was a war between North and South Korea.
A United Nations force led
by the United States of America fought for the South, and China fought for the North, which was also assisted by the Soviet Union.
The war arose from the division of Korea at the end of World War II and from the global tensions of the Cold War that developed
immediately afterwards.
The fighting ended on 27 July 1953, when an armistice was signed. The agreement created the Korean Demilitarized Zone to separate North and South Korea, and allowed the return of prisoners. However, no peace treaty has been signed, and the two Koreas are technically still at war. Source: Bristol Post
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The medal was presented to Ted, at the Royal British Legion club, in Whitchurch
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Good Samaritans On Board Cruise Ship by Jessica Gounder, SUVA
Tourist cruise liner, MS Seabourn Odyssey, docked into the Port of Suva last week, carrying hundreds of good Samaritans. More than 400 guests on board the cruise ship from Switzerland Austria and Belgium, staff and crew opened their hearts out to help Fijians affected by severe Tropical Cyclone Winston. They got together, collected relief supplies and cash and made the donation to the Fiji Red Cross Society. The cruise ship was making a round voyage from Los Angeles going around the Pacific – including New Zealand Australia, New Caledonia, Solomon Islands, Vanuatu, Fiji, American Samoa, Kiribati and Hawaii. “When our guests heard about the disastrous cyclone that hit Fiji, some approached us as the company was already putting in a fund to give to Fiji on behalf of Seabourn Cruise Line.” “Some guests also said they wanted to do something so on board, we started a relief fund that guests could contribute through the on board account to give money. The crew also gave money we also have donated clothes, children’s games, books and food items,” assistant cruise director Annabel Wright said. “We want to thank everyone in Fiji wherever we have been the people made us feel so welcomed, this is a beautiful country with beautiful people and it has given us so much pleasure being able to help the country,” Ms Wright said.
Seabourn Odyssey captain, David Bathgate felt privileged to have made it to Fiji and being able to see Lautoka, Taveuni and Suva but also felt saddened by the devastation caused by TC Winston. “We managed to raise over $22,000 USD (FJ $52,676.25), over 500 USD (FJ $1053.53) worth of clothes and about $3000 USD (FJ$6321.15) worth of food items. “We landing all of that ashore in Suva and we hope it will help with the restoration process and rebuild some of the infrastructure,” Captain Bathgate said. He added that one of the things that they captured was the friendly nature of the Fijians which they felt was marvelous and heart touching to be greeted with a BULA. Together with the relief supplies, Captain Bathgate handed a cheque of $25,767.96 USD (FJ$54,294.38) to the president of Fiji Red Cross Society, Kathy Wong. “It took less than 48 hours for the Sea Bourne Odyssey to reply in terms of cash donations with food, clothes and educational items and for us in Fiji Red Cross for somebody to respond so quick is humbling and we are deeply grateful.” “I stand here not only representing Red Cross but all those who have been devastated by Cyclone Winston and I feel humbled,” Mrs Wong said. Source: Fiji Sun Online
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MNA Immingham Branch Express their thanks to The Immingham Seafarers Centre
DoK Knighton of the Merchant Navy Association Immingham Branch presenting a cheque for £300 from the branch to Ros Dezelsky Charity Manager of the Humber Seafarers' Service Limited, Immingham and Hull (on the right) and Louise Burns a Centre Assistant(on the left)
Regards
DoK
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Australian Icebreaker Home for Repairs After Antarctica Grounding
Australia's flagship icebreaker has arrived home for repairs after running aground in Antarctica, as the government thanked international teams from China, Japan and the United States for helping to evacuate the expeditioners on board.
The Aurora Australis broke its mooring in a raging blizzard and ran aground at Horseshoe Harbour close to Australia's Mawson station on February 24, stranding 68 people on board…………. Source: NDTV __________________________________________________ ___________________________________
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The Pulse
BRISTOL AND DISTRICT BRANCH
CHAIRMAN: DOUGLAS MAY JP
108 Stowey Road, Yatton, Somerset. BS49 4EB. Telephone: 01934 833766
PATRON: Sir James Tidmarsh KCVO MBE JP PRESIDENT: Captain H Grant
VICE PRESIDENTS: Revd. P Auden DL MNM, M Fleming, E Williams VICE CHAIRMAN: H Harding
TREASURER: H Krouwel SECRETARY: L May (Mrs) CHAPLAIN: Revd. P Auden DL MNM
To MNA National and branches
11 March 2016
Dear all
To commemorate the 20th Anniversary of the formation of the Bristol Branch of the Merchant
Navy Association, we are holding a service which will be followed by a reception on Sunday
22nd May 2016. The service, conducted by our Padre, Revd. Philip Auden, will commence at
3.00pm at St Andrew’s Church, St Andrew’s Road, Avonmouth, BS11 9ES where there is a
large car park. The reception will be in the adjoining church hall where a buffet, drinks, tea and
coffee will be served.
We would be pleased if you are able to join us to celebrate this memorable day for our branch.
Yours sincerely
Linda May, Secretary
RSVP by email before 10 April 2016 to linda.may@virgin.net or Telephone: 01934 833766
Note, Branches will already have been advised, this posting is really for Non-Branch Members.
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Largest Cruise Ship Ever Built Begins Sea Trials
The largest cruise ship ever built departed the STX
France Chantiers de l’Atlantique shipyard in
Saint-Nazaire, France on Thursday for its first set
of sea trials. The HARMONY OF THE SEAS is
the third ship in Royal Caribbean’s Oasis-class. At
227,700 GRT, the cruise ship will be just slightly
larger than her two sister ships OASIS OF THE
SEAS and ALLURE OF THE SEAS, which at
225,282 GRT are currently the largest cruise ships
in the world. HARMONY OF THE SEAS is due
back at the shipyard on Sunday (13th March)
following three days of trials meant to test the
ship’s power and propulsion. The sea trials involve
some 500 engineers and technicians, as representatives from the classification society DNV GL.
HARMONY OF THE SEAS is expected to make its maiden voyage from Europe in May 2016. The ship
is designed to carry a total of 6,410 passengers and 2,300 crew. source: gCaptain Photo:
REUTERS/Stephane Mahe
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The Pulse
Yacht team releases footage of mummified body find, blame USCG for
leaving ghost boat adrift
The yacht team that first found the
mummified body of German adventurer
Manfred Fritz Bajorat on a floating yacht
was told by the US Coast Guard it would be
looked after, but the boat was left to sail
away, only to be rediscovered by fishermen
weeks later. The crew of the LMAX
Exchange, who were crossing from Airlie
Beach, Australia to Da Nang, Vietnam,
made the grisly discovery 470 nautical
miles off the coast of Guam during a race
on January 31. New video footage has been
released showing the moments when one of the crew members swam to the vessel and discovered the
body, an experience his team mates described as “quite distressing.
To see the video go to https://www.youtube.com/watch?v=AhxRKD8IHvU
It transpired that the team left the boat adrift, and Bajorat’s mummified body was not discovered again
until February 25, when fishermen found the yacht floating off the coast of the Philippines. Amid media
accusations claiming they could have done more to assist Bajorat, the LMAX Exchange team released a
statement clarifying what had happened, blaming the US Coast Guard for lack of action. The team
apparently immediately informed the USCG in Guam about finding the vessel and its location, but were
reportedly told to continue on with their race, as they could provide no further assistance. “We remained
on site, under instruction, until released by the USCG who continued with the recovery,” their statement
reads. The boat, however, was left adrift and not discovered again until weeks later. The team said that
they and the race directors had raised the discovery in race reports, and also passed on the boat
registration details to the German Police and Coast Guard, to help them find the sailor’s next of kin.
Bajorat, 59, had been a recluse in recent years, with a friend telling Bild that he had last heard from him
on Facebook in 2015. Dry ocean winds, hot temperatures, and salty air helped to preserve his body in a
mummified state. Police do not suspect foul play in his death. Source : Russia Today
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First mission for new lifeboat
Both St Ives RNLI craft were
launched on Thursday to help a
person stuck on the rocks
between Godrevy and Portreath.
Just hours after returning to St
Ives, and half way through being
refuelled, the brand new Shannon
class NORA STACHURA,
along with the inshore Colin
Bramley Parker, were tasked by
Falmouth Coastguard to search
for and recover a walker who had
become stuck on a ledge in the
Bassets Cove area. The man was recovered by the Coastguard Cliff Rescue Team while both lifeboats
boats stood by in case of difficulties. NORA STACHURA had just returned from the boatyard in Dorset
after a series of minor repairs. For its first launch, Nora Stachura was helmed by the new St Ives lifeboat
coxswain Robert Cocking with Robin Langford as mechanic. Source: Cornish Times
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The Pulse
TUG STABILITY A Practical Guide to Safe Operations
Tug masters experience the effects of a tug’s stability every day when manoeuvring their vessel, either
free sailing or when assisting ships. During tug
operations, a number of forces and combinations are
working on a tug – such as towline, hydrodynamic,
steering and propulsion forces – often at or near their
maximum with respect to the tug’s stability. It is,
therefore, not just desirable but necessary for tug masters
to have at least a basic idea of the elements of stability.
They need to know where the limits are, and what the
consequences could be, if the tug or tug handling
practices don’t conform to the rules of stability – not
only in normal circumstances but also when extreme
conditions, such as dense fog and storms, occur. The
consequences can be very dramatic. Numerous harbour
tugs have capsized, often with tragic consequences. In
the tug capsizes known to have occurred between 2010
and 2015, more than 45 people have drowned.
This educational guide to stability specifically for tugs
aims to provide this important information to tug
masters. It is written in a manner readily understood by
all tug masters, regardless of their education, formal
qualifications, nationality or operational backgrounds.
The text is accompanied by numerous illustrations and
photographs. In writing this handbook, the authors
master mariner and pilot Captain Henk Hensen and naval architect Dr Markus van der Laan have
focussed on the practical aspects of stability, tug design and equipment and also on the consequences
of unsafe procedures. Their emphasis is on harbour tugs, although several of the topics covered apply
equally to seagoing tugs. “The authors have produced an original and valuable training guide which will
increase the knowledge of tug stability within the industry, and so enhance the safety of tugs, tug crew
and the ships they support. It is hoped that this increased knowledge will indeed enhance safety and help
to protect the marine environment.” Ashok Mahapatra Director, IMO Maritime Safety Division “This
tug stability book will greatly contribute towards safer towage operations by enhancing the working
knowledge of tug masters. It is an important publication for all tug masters and towage managers, no
matter what facet of the towage industry they are engaged in.” Arie Nygh ITA Patron; Managing
Director, SeaWays Consultants
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Seamen face fines, prison for dumping waste water on China-US voyage
TWO shipping companies and two engineers were indicted on charges of dumping 5,000 gallons oily
wastewater from a bulk carrier heading into Seattle and concealing it from the US Coast Guard, reported
The Associated Press. If convicted, defendants face prison terms and a US$500,000 fine on each count.
Federal prosecutors said the 74,133-dwt bulk carrier Gallia Graeca released the contaminated water over
several days in late October as she went from China to Seattle.
The ship's operator, Angelakos (Hellas) is a Panama company and its owner, Gallia Graeca Shipping, is
based in Cyprus. Prosecutors say during the ship's voyage, its oil-water filtering equipment was
inoperable. The indictment says when the coast guard inspected the ship in November; the engineers ran
the equipment in a way that made it appear it was working. The companies and engineers were each
charged with violating the Act to Prevent Pollution from Ships, falsifying records in a federal
investigation an defrauding the government. source: Schednet
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The Pulse
One dead, one injured as helicopter crashes while assisting grounded ship
A man is dead and another critically injured after their helicopter crashed into the sea while assisting a TS Lines containership, which had run aground in northern Taiwan, reports say. The New Taipei Fire Department identified the deceased as Tsai Chung-ta, a 35-year-old special services officer with the Coast Guard, who may have been hit by the helicopter’s rotor, according to national press reports.
To see the video https://www.youtube.com/watch?v=ETzJUk2wnf0 . The helicopter’s pilot is in critical condition and is undergoing emergency care at Taipei Veterans General Hospital, the fire department said. The other three people onboard the chopper were all rescued within 90 minutes of the crash, which occurred at 13:18hrs (local time). None of them are believed to have serious injuries. The helicopter was carrying an engineer and two Coast Guard specialists out to meet TS Lines’ containership TS Taipei (1,530 teu, built 2006), which had run aground and was reportedly leaking heavy fuel oil from its bunker tanks. Harsh weather conditions caused the small boxship to run aground 300 metres from the coast in the early hours of Thursday morning, local press reports say. The ship reportedly suffered breaches in the aft of its hull and its engine room had flooded. All 21 of the freighter’s crew members were airlifted to safety on Thursday after they abandoned ship on the captain’s orders, as Splash reported earlier. TS Taipei was on its way from Keelung in Taiwan to Hong Kong before the incident. Source: Splash 24/7
https://www.youtube.com/watch?v=ETzJUk2wnf0
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Steel Wire Ropes On Life-Saving Appliance Slings, Issues Associated With Plastic Sheathing
An incident investigated by the New Zealand Transport Accident Investigation Commission (TAIC) has highlighted the importance of correctly maintaining and surveying steel wire ropes, and in particular the issues associated with encasing steel wire ropes in plastic sheathing on life-saving appliance (LSA) slings. The full TAIC report can be found here ( http://info.lr.org/e/12702/skins2fta...h1vs/625827891 )
SOLAS requirements for maintenance and survey
SOLAS requires that falls used in launching are inspected periodically, and that launching appliances are properly maintained and subject to a thorough examination and operational test during the annual survey. See SOLAS regulation III/20. Following the thorough examination, some of the more common reasons to discard a wire rope would be:
· visible broken wires
· change of diameter
· strand fracture
· deformation, and
· damage and corrosion.
Issues caused by using plastic sheathing and recommendations Encasing steel wire rope in any form of protective covering provides an atmosphere which is likely to promote corrosion and to prevent access for maintenance and survey Owners are recommended to review their policy regarding protective coatings on LSA lifting slings, and to ensure that both the vessel and original manufacturer maintenance regime is appropriate. Further guidance can be obtained from the original sling manufacturer if needed.
Guidance on conducting lifeboat drills safely can be found in IMO Circular MSC.1/Circ.1206/Rev.1, available here ( http://info.lr.org/e/12702/702-13972...h1vv/625827891 ) Source: LR
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Somali Pirate Kingpin Gets 20 Years in Jail
https://gcaptain.com/somali-pirate-k...7ea7-139894965
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18th March 2016
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The Pulse
Lifeboat servicing on agenda at IMO sub-committee
Mandatory requirements relating to periodic servicing and maintenance of lifeboats and rescue boats, launching appliances and release gear are on the agenda of the Sub-Committee on Ship Systems and Equipment (SSE), which is meeting for its 3rd session (14-18 March) at IMO Headquarters. The Sub-Committee (photos https://www.flickr.com/photos/imo-un...57665723991622 ) will work towards finalizing draft amendments to SOLAS chapter III and the draft mandatory MSC resolution on Requirements for periodic servicing and maintenance of lifeboats and rescue boats, launching appliances and release gear, for submission to the Maritime Safety Committee for adoption. Also on the agenda are matters related to measures for onboard lifting appliances and winches, passenger ship safety, the safety of MODUs, and protection against crushing of people during the daily operation of watertight doors. The session was opened by IMO Secretary-General Kitack Lim and is being chaired by Dr. Susumu Ota (Japan).
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Container ship Kalliopi R.C detained in Brest due to safety deficiencies
By John Stansfield
The container ship KALLIOPI R.C has been detained in Brest (France) due to safety lacks and has to undergo some mandatory repairs before being allowed to sail again. Inspectors from the ship security center will inspect the vessel in the coming days again. Container ship Kalliopi R.C detained in Brest due to safety deficiencies After 25 years of service, the container ship will be demolished in Asia. On Mar 1, the vessel reported a total blackout approx 14 nm from the port of Le Havre (France) in rough seas. The crew of 23 Indians and two Greeks, had lost control of the ship, and the maritime prefecture of the Channel and the North Sea on Mar 3 ordered the ship to be towed to the port of Le Havre. Source: 3Normandie
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Welcome to March's enewsletter
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The Pulse
This month, we're all at sea! Explore our online merchant seamen and merchant shipping collections, as well as records of births, marriages and deaths at sea. If you're planning a trip to London don't miss your chance to visit our exhibition, By me William Shakespeare, or come and see us at Who Do You Think You Are? Live in Birmingham next month. Caroline James Editor
Merchant seaman's campaign medals
Search over 155,000 index cards recording the issue of the British War Medal and the Mercantile Marine Medal to merchant seamen and officers in the First World War 1914-1918 (BT 351/1/1, BT 351/1/2 and MT 9/1404). You can also search medals awarded to merchant seamen for their service in the Second World War 1939-1945 (BT 395).*
> Search Merchant seaman's campaign medals 1914-1918*
> Search Merchant seaman's campaign medals 1939-1945*
By me William Shakespeare
In partnership with King's College London, and held at the Inigo Rooms, Somerset House, By me William Shakespeare uses documents from our collection to tell the story of Shakespeare's life in London and the man behind the writing.
> Explore the exhibition website
> Follow By me William Shakespeare on Facebook
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I was at an ATM yesterday when a little old lady asked if I could check her balance, so I pushed her over. __________________________________________________ ___________________________________
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The Pulse
Three men rescued from old Russian submarine on River Medway after their
dinghy 'sprung a leak'
Three men found themselves stranded on an old Russian
submarine moored on the River Medway in the early hours
of last Saturday (March 12) after their dinghy 'sprung a leak'.
The trio were filming onboard the U-475 Foxtrot-class
submarine, also known as the 'Black Widow', when their
rubber dinghy sprung a leak and they called for help. The
Sheerness lifeboat volunteer crew were called out to rescue
the men from the vessel, which is moored near Canal Road
in Strood, at around 3.40am.A spokesman for the lifeboat
crew said: "The men had been filming on the vessel and whilst attempting to get back to shore in a small
inflatable dinghy they sprung a leak and returned to the submarine where they called for help. Source:
medway news
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The MNA National Secretary’s Office Closure
The office will be closed from Monday 28 March and reopen on Friday 1 April.
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2 men killed in tugboat crash died from drowning
The autopsies of two men killed in the collision between a tugboat and a construction barge on the
Hudson River north of New York City showed they died from drowning, authorities said Monday. The
body of a third man who's presumed dead has yet to be recovered, and his remains were thought to be in a
part of the sunken tugboat that divers have not been able to access. "They searched everywhere they could
reach," said Westchester County Police spokesman Kieran O'Leary. The 90-foot tugboat named Specialist
hit a construction barge Saturday where workers are building the new Tappan Zee Bridge. The heavily
damaged vessel now has to be raised. O'Leary said commercial divers went into the water on Monday to
assess conditions and start coming up with a plan on how to raise the tugboat. On Sunday, divers
recovered the body of Timothy Conklin, of Westbury, New York. The body of Paul Amon, of Bayville,
New Jersey, was retrieved Saturday. Authorities are looking for the body of Harry Hernandez of Staten
Island. Authorities said three tugboats were pushing a barge from Albany to Jersey City, New Jersey,
when one of the three — situated on the right side as it headed south — hit a stationary barge that was
part of the Tappan Zee Bridge construction project. A tugboat on the left side of the barge that was being
pushed, as well as one that was pushing the barge from the rear, were not involved in the accident.
O'Leary said investigators still were conducting interviews and trying to piece together exactly what
happened. Source: Roanoke Times
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Third Body Located Inside Sunken Tug
Divers started assessing the damage Monday to develop a plan for raising the boat that crashed
near the Tappan Zee Bridge. A third body believed to be Harry Hernandez, 56, of Staten Island has
has been located inside the sunken tugboat near the Tappan Zee Bridge, according to CBS New York
News. The tugboat, one of three escorting a barge down the Hudson River, crashed into a construction
barge that was part of the New NY Bridge project early Saturday morning. It sank within moments and
authorities said it was underneath the barge it hit. Hernandez's body had not been found as of this
afternoon when Westchester County Executive Rob Astorino gave the press an update. Part of the heavily
damaged boat were inaccessible and police diver operations had ceased, though marine and aerial units
were continuing to search along the Hudson. Commercial divers were at the site today, Astorino said,
assessing the damage as the first step in making a plan to raise the tug to the surface. That plan will go to
the Coast Guard for approval. Source: Patch
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The Pulse
Argentina Coast Guard Chases, Sinks Chinese Fishing Vessel
March 16, 2016 by Reuters
BUENOS AIRES, March 15 (Reuters) – Argentina’s coast guard has sunk a Chinese trawler that was fishing illegally within its territorial waters, the coast guard said on Tuesday, marking a first test for relations between President Mauricio Macri and Beijing.
A coast guard vessel pursued the fishing vessel Lu Yan Yuan Yu 010 toward international waters in a high-seas chase on Monday, firing warning shots across the Chinese boat’s bow as it attempted to raise the crew by radio.
“On several occasions, the offending ship performed maneuvers designed to force a collision with the coast guard, putting at risk not only its own crew but coast guard personnel, who were then ordered to shoot parts of the vessel,” the coast guard said in a statement.
It was not clear if the vessel sank on Monday or Tuesday. The crew abandoned ship when the vessel began to go down.
Four crewmen were rescued by the coast guard while others were picked up by another Chinese vessel shadowing the pursuit.
China’s Foreign Ministry said in a statement the Chinese government had lodged a protest over the incident and were demanding an explanation.
“The Foreign Ministry and Chinese embassy in Argentina have already lodged emergency representations with the Argentinian side and expressed serious concern about the incident, demanding Argentina launch an immediate probe and report on the details to China,” it said.
China is also asking Argentina to ensure the safety and legal rights of Chinese fishermen and take steps to ensure such incidents do not happen again, the statement said.
Macri’s center-right government, which took office in December, will likely be keen to avoid a diplomatic ruckus with the Asian powerhouse which has gained a strong foothold in South America, traditionally the United States’ back yard.
Relations between Argentina and China tightened under former leftist leader Cristina Fernandez. Macri promised during last year’s presidential race to review all new contracts with China but has shown no sign of doing so. Among those deals were an agreement to finance and build two nuclear power plants in Argentina in a deal worth up to $15 billion.
A spokesman for Argentina’s foreign ministry said the judiciary was investigating the incident.
Coast guards using radar picked up the trawler fishing off the coast of Puerto Madryn, Chubut province, a zone known for squid.
Shots were fired into the hull of the Lu Yan Yuan Yu 010 after it ignored repeated warning fire and radio calls to allow the Argentine coast guard to board.
China has the world’s largest distant water fishing fleet, with more than 2,000 vessels, the not-for-profit group Stop Illegal Fishing said last year. (Reporting by Juliana Castilla and Richard Lough; Additional reporting by Jessica Macy Yu and Ben Blanchard in BEIJING; Editing by Grant McCool, Matthew Lewis and Paul Tait)
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This blonde was selling her pet Python on eBay.
A bloke just rang up and asked if it was big.
She said, "It's massive."
He said, "How many feet?"
She said "none…….it's a f***ing Snake"!!
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Image credit: Prefectura Naval Argentina
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The Pulse
25 fishermen abducted from Bay
Robbers abducted 25 fishermen along with three fishing boats from Bay of Bengal while they were catching fish at Patharghata in Barguna on Friday night, reports BSS. President of Barguna district fishing trawler owners association Golam Mustafa Chowdhury confirmed the abduction of the fishermen along with their fishing boats from south-west part of Bay of Bengal on Friday night He said the sea robbers came from the Sundarbans and abducted the fishermen along with three boats from Bay of Bengal. Pirates demanded Tk one lakh for each fisherman as ransom. District Fishing Trawlers Owners Association informed the matter to Coast Guard, RAB-8 and Police. Station Commander of Coast Guard of Patharghata Station Lt SA Rouf said after receiving information a team of Coast Guard left for the place of occurrence. Source: The Independent
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Book recommendation:
TOR Line and the battle of the North Sea By Bruce Peter and Oddbjorn Fastesson. Published by Nautilus ISBN 978 87 90924 65 2
If you were old enough to watch TV in the early 1980s, you might remember a television series called Triangle. Set on a North Sea ferry running a triangular route between Sweden, Netherlands and the UK, this programme hoped to be a ferry version of the Love Boat. Despite being panned as one of the worst TV programmes ever, it ran for a remarkable 3 years and over 70 episodes. Much of that programme was filmed on a pair of remarkable, sleek, fast, huge passenger ferries, and the company behind it, TOR Line is the subject of a highly recommended new book by Bruce Peter and Oddbjorn Fastesson. This book tells not just the story of the company TOR Line, but also the competitive environment into which they launched. Just as rival firms were launching traditional short sea passenger liner services between UK and Sweden, to the upstart TOR Line came in with a fresh, young approach, bringing drive through ferries capable of crossing with a single night onboard, rather than the 2 of the competitors. This book brings out the competing philosophy of the competitors, and the wins and losses in early North Sea RoRo. The story includes the introduction of the ships throughout the TOR existence, including the challenges each posed. Also covered are the eventual complex series of partnerships and mergers discussed or implemented between Tor, Fred Olsen, Stena, Sessan and DFDS. The book is profusely and superbly illustrated, with many pictures of the passenger and freight ships of TOR and its competitiors, including interiors with the very different ambiences. By bringing Bruce Peter's knowledge of the ferries and company, together with Oddbjorn Fastesson's insider knowledge of the company he was part of, the book is an unbeatable tale of the company which was eventually absorbed into DFDS. In fact most of today's DFDS can be arguably described as the TOR successful bits. The book covers the downs and the ups of the company, and certainly isn't the kind of corporate hagiography published about some other companies. There are many rare and unpublished photos, including some of where the more notable ships ended up post TOR line. Also very well covered is the period where one of the TOR twins served as an Expo ship, travelling the world. This book is highly readable, well-illustrated and I highly recommend it for anyone with an interest in the rise and fall of the North Sea passenger ferry.
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MURPHY'S LESSER-KNOWN LAWS:
Paddy says, "Mick, I'm thinking of buying a Labrador. "Blow that," says Mick, "have you seen how many of their owners go blind?" 19 Paddies go to the cinema, the ticket lady asks "Why so many of you?" Mick replies, "The film said 18 or over." I went to the cemetery yesterday to lay some flowers on a grave. As I was standing there I noticed 4 grave diggers walking about with a coffin. 3 hours later and they're still walking about with it. I thought to myself, they've lost the plot! __________________________________________________ ___________________________________
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Cargo Loading Errors Led to Hoegh Osaka Grounding on Bramble Bank – Incident Report March 17, 2016 by gCaptain
REUTERS/Peter Nicholls
The Hoegh Osaka had no chance of surviving the Bramble Bank turn shortly after the vessel departed from the port of Southampton on January 3, 2015 with inadequate stability, according to the investigation into the ship’s listing, flooding and grounding on the Bramble Bank in The Solent.
The UK Marine Accident Investigation Branch released its report on the investigation on Thursday, citing a failure to assess stability following cargo operations and prior to departure.
The Singapore-flagged pure car and truck carrier (PCTC) Hoegh Osaka had just departed the port of Southampton for Bremerhaven, Germany on Jan. 3, 2015 when it developed a significant starboard list as it rounded the West Bramble buoy in The Solent, causing some cargo shift and resulting in a breach of the hull and flooding. With the list in excess of 40 degrees, the ship lost steering and propulsion, eventually drifting onto the Bramble Bank.
Following the accident, all crew members were successfully evacuated from the ship or recovered from the surrounding waters and there was no pollution, but it took a major salvage operation to refloat the vessel get it to safe berth in Southampton nearly three weeks later.
A key finding of the investigation was that no departure stability calculation had been carried out on completion of cargo operations and before Hoegh Osaka sailed. The investigation revealed that prior to departure, the Hoegh Osaka’s routine itinerary had changed from its regular loading rotation between three north-west European ports, but the cargo loading plan was not adjusted to account for the itinerary changes. It was also noted that it was most likely that the cargo shifted due to the ship’s excessive list and was not causal to the accident.
In a statement to the media, Steve Clinch, The Chief Inspector of Marine Accidents commented:
The MAIB’s investigation found that Hoegh Osaka’s stability did not meet the minimum international requirements for ships proceeding to sea. The cargo loading plan had not been adjusted for a change to the ship’s usual journey pattern and the number of vehicles due to be loaded according to the pre stowage plan was significantly different from than that of the final tally. The estimated weight of cargo was also less than the actual weight. Crucially, the assumed distribution of ballast on board, bore no resemblance to reality, which resulted in the ship leaving Southampton with a higher centre of gravity than normal.
Even more troubling, the investigation suggests that it is a general practice in the car carrier industry for ships to sail before an accurate departure stability condition has been calculated, on the assumption that their stability condition is safe.
“This accident is a stark reminder of what can happen when shortcuts are taken in the interest of expediency,” adds Clinch. “It is therefore imperative that working practices adopted by the car carrier industry ensure that there is always sufficient time and that accurate data is available on completion of cargo operations to enable the stability of such vessels to be properly calculated before departure.”
As a result of the investigation, the MAIB stated a number of safety lessons:
Hoegh Osaka planned route.
The cargo ship Hoegh Osaka lies on its side after being deliberately ran aground on the Bramble Bank in the Solent estuary, near Southampton in southern England January 5, 2015.
MNA CIRCULAR 2016-07
18th March 2016
32
The Pulse
 Assessing a ship has adequate stability for its intended voyage on completion of cargo operations and before it sails is a fundamental principle of seamanship that must not be neglected. Sufficient time must be made before departure for an accurate stability calculation to be completed.
 A loading computer is an effective and useful tool for the safe running of a ship. However, its output can only be as accurate as the information entered into it.
 The master has ultimate responsibility for the safety of his/her ship. This responsibility cannot be delegated to shore-based managers or charterers’ representatives.
The MAIB has also made recommendations to the Maritime and Coastguard Agency (2016/110), the Association of European Vehicle Logistics (2016/111) and the International Chamber of Shipping (2016/112), which seek to improve safety in this sector of the shipping industry.
MAIB Links:
 Hoegh Osaka Accident Report
 Hoegh Osaka Safety Flyer
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Last Aussie-Crewed Fuel Tanker, MT British Fidelity, Leaves Australian Coast
March 17, 2016 by gCaptain
Oil giant BP decided to take the last Aussie-crewed fuel tanker, the MT British Fidelity, off the Australian coast.
The vessel, currently in Singapore, was used by the company to move fuel from Kwinana to Adelaide and more recently Kwinana to Devonport/Hobart.
Ship manager ASP informed workers in a letter that BP had told them the contract for the vessel would be terminated on May 9. The crew raised objections in sailing to Singapore fearing their jobs were in jeopardy and despite assurances the ship would return to trade on the Australian coast, their worst fears were realized.
“ASP regrets the departure of the vessel and the possible need for redundancies to occur. These are decisions by BP and not ASP,” according to the letter.
In a statement, the Maritime Union of Australia (MUA) said it is disgusted at the decision by BP.
“The Turnbull Government’s hypocrisy is breathtaking – they want to remove hardworking Australians who pay tax in this country and replace them with exploited foreign labor on as little as $2/hr who are employed on Flag of Convenience shipping, which is itself a global tax scam,” MUA National Secretary Paddy Crumlin said.
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[j.sabourn]

Ref. to the article on life boat and FRC falls. The best and to me brilliant example of launching and retrieving a FRC, was that on the Sandhaven, the Burnhaven, and the Johnshaven, in the late 80"s and early 90"s. As have said in a previous post Harrisons of Clyde put these ships into the Safety Offshore market but later relinguished to another offshore operator. The most dangerous part of using small rescue craft is the launching and recovery of same, once clear of the ships side are virtually unsinkable, the biggest danger then being dieing of seasickness. These were launched from a single wire fall and on the boat touching the water were automatically released and no fumbling around trying to clear hooks etc. Recovery was simple and consisted solely of putting a safety hook any where on the single fall wire, everything was then automatic and boat was lifted clear of the water very fast. Also these three ships had a thruster at each end of ship as a means of propulsion and could swing the ship through 360 degrees in its own length, and so flatten the sea for a short period of time to bring the FRC alongside and hook onto the wire fall which took all of 2 seconds. If this method of launching and recovery was not adopted throughout the Industry, I can only say the industry wants to look and say why not. Probably was too expensive to install, so one must say again what price do you put on a seamans life. JS

[j.sabourn]

Ref. also to the report that Brian put out for this month. Most deep sea men may go their whole career in never having to be engaged in any type of tow at all. Their knowledge is from the likes of Nichols or Reeds Seamanship books going back to the year dot. If going on an organised long distance tow the gear required for such is checked thoroughly and the appropriate certs. for wires chains shackles and such. The report apparently claims that some tugmasters are unaware of the stability. Harbour tugs and their skippers the ones I have seen are some of the best shiphandlers I have seen, maybe the standards have dropped, I wonder why. Throwing a deep sea man into the likes of a lengthy rig shift might throw a few curlers his way but if he thinks about the basics will probably keep him out of trouble. 1. Always shorten the tow in shallow water, as the cantilever of the tow wire might touch bottom otherwise. 2. Never get the tow wire beam on as may pull the ship over. 3. if on a shortened tow line keep your tow line close to the deck as practical as apart from raising the centre of gravity, makes the control of such more practical, this is done by the use (if not fitted permanently) by the use of the Gog Eye arranged by using the Working winch and a very large shackle over the tow wire. As regards 2 and 3 most modern vessels are now fitted with a permanent Gog Eye, and a fitting on the crash Barrier prevents the tow wire from going at 90 degrees to the ships heading. 4. If towing in tandem with another vessel, the lead tug should be approx. half a ships length in the lead, all courses to be steered should be given by the lead tug also. The courses are never identical usually kept about 10 degrees apart and at least 5 degrees as necessary. Turning should be kept in 5 to 10 degrees at a time giving the tow wire and the thing at the end of it time to follow the tugs on their headings. Speed when towing can be critical when towing both to the tugs and he who is towed, this is normally given by the tow, and is not in speed but in percentage of the tugs power , like give me 70 per cent power, or drop back 10 per cent. To tell these things to a tug boat man would be like telling your Grandma how to suck eggs. I know that the old British Tugmaster Cert F.G. was well covered in stability and they showed how good they were at various times so find it hard to believe it is now necessary to teach them the basics of stability. As regards the uncertificated harbour tugs, they mostly were brought up from boys on the tugs, and there is no beating practical experience. I always have my doubts and whys and wherefores when some notice is put out by whom we know not. Apart from the weather which cannot always be allowed for the most difficult part on towing is making fast and letting go, that is where most accidents occur, and is similar to the launching and recovery of boats working in a seaway. Cheers JS

[j.sabourn]

Have just read the last post on Brians lengthy epistle. Wish I had seen it before had posted on the Income tax post by Rodney as it does agree with my sentiments about tax and foreign Labour. Whilst Paddy Crumlin gets all the bad media and is called I suppose by many as that terrible word comm....t, I agree with his sentiments. In fact that there must be others that also do, but are probably just keeping quite so as not to get the wrath of the media and various government ministers. I am an open voter and last election I voted Liberal, however with the present tennant in the hot seat, have changed my affections at the next foreseeable election. Actions speak louder than words. JS