CONFEDERATION OF EUROPEAN SHIPMASTERS ...upks.hr/cesma_newsletter04-2016.pdfCESMA NEWS MARCH THE...

CESMA NEWS MARCH

THE EUROPEAN UNION SHIPMASTER INFORMATION CHRONICLE

CONFEDERATION OF EUROPEAN SHIPMASTERS’ ASSOCIATIONS

SECRETARIAT: MUNTPLEIN 10

NL-1012WR AMSTERDAM

THE NETHERLANDS

Website:

PRESIDENT: CAPT. H. ARDILLON

9 RUE MOLIERE

76240 LE MESNIL

FRANCE

DEP.PRESIDENT: CAPT. G. RIBARIC

OBALA 55

SI – 6320 PORTOROZ

SLOVENIA

GEN.SECRETARY: CAPT. F.J. VAN WIJNEN

JUNOLAAN 10

2741 TJ WADDINXVEEN

THE NETHERLANDS E

HON.TREASURER: VACANCY

HON.VICE PRESIDENT: CAPT. R. SERRA

HON.MEMBERS: CAPT. H.B. BOER

CAPT. J. CHENNEVIERE PROF. J. SPAANS

CAPT. J

CAPT. G. KIEHNE CAPT. W. MUELLER

CAPT. J. JUAN TORRES

Opinions expressed in articles

1

CESMA NEWS MARCH/APRIL 2016



: MUNTPLEIN 10 TEL: 0031 650275519

1012WR AMSTERDAM TEL: 0031 206253515

THE NETHERLANDS E-MAIL: [email protected]

Website: cesma-eu.org

CAPT. H. ARDILLON TEL : 0033 2 35 801 505

MOLIERE MOB: 0033 6 09 450 057

76240 LE MESNIL-ESNARD E-MAIL: [email protected]

FRANCE [email protected]

CAPT. G. RIBARIC TEL(GSM) : 00386 31375823

OBALA 55

6320 PORTOROZ

SLOVENIA E-MAIL : [email protected]

CAPT. F.J. VAN WIJNEN TEL: 0031 182 613231

JUNOLAAN 10 MOB:0031 650275519

2741 TJ WADDINXVEEN

THE NETHERLANDS E-MAIL: [email protected]

VACANCY

CAPT. R. SERRA �

CAPT. H.B. BOER � ADVISORS


CAPT. J-D. TROYAT CAPT. J-D TROYAT


CAPT. J. JUAN TORRES

articles are those of the sources and/or authors only



TEL: 0031 650275519

TEL: 0031 206253515

[email protected]

: 0033 2 35 801 505

MOB: 0033 6 09 450 057

MAIL: [email protected]

[email protected]

: 00386 31375823

: [email protected]

TEL: 0031 182 613231

MOB:0031 650275519



D TROYAT


only

CAPTAIN SENTENCED TO TWO YEARS IN PRISON

THE DISASTER OF THE TANKER "PRESTIGE"

The captain, the British insurance company (P & I Club) and the owner of the tanker

"Prestige" have been found guilty by the Spanish Supreme Court in Madrid for one

of the worst environmental disasters ever to hit Europe. The tanker sank in 2002 off

the Galician coast, after first breaking into two parts As a consequence, an

estimated 63.000 tons of heavy oil streamed out of the ship which fouled the coasts

of France, Spain and Portugal. The tanker, built in 1976, was hit during bad weather

by a "freak wave" causing

Dutch salvage experts to take the vessel to a port of refuge, Spanish authorities

decided to send the ship as far as possible into the sea. Already damaged, the ship

eventually proved unable to with

Mangouras was sentenced to two years in prison.

shipmasters’ association in Barcelona (ACCMM) explicitly endeavo

The lawsuit in A Coruna was attended by a member of the AC

consequence, CESMA was fully aware of the state of affairs. The international organization of tanker

companies, INTERTANKO, has explicitly manifested

In this new lawsuit, Captain Ma

catastrophic consequences for the environment

By the decision of the court in Madrid, the company of the 81

insurance company (P & I Club) and the International Oil Pollution Compensation Fund (IOPC) were

also held responsible for the disaster. However the court ruled that punishment of these

organizations will be determined at a later stage.

The reasons for this new conviction are clear. The huge costs for cleaning up the oil on the beaches

and lost income for fishermen, among others, estimated at 4 billion euros, has not been paid yet

because in fact nobody was declared guilty for the accident.

Meanwhile international organizations, such as the ITF, have expressed their disgust at the

judgment causing criminalization of seafarers. Whether this protest has any effect remains to be

seen. CESMA will assist the defence through the ACCMM by regular contact

Captain Mangouras. Through our Spanish colleagues, we hear what steps CESMA should take in

order to possibly be able to influence the court in Madrid. Meanwhile, we have pledged our support

to him personally.

Captain Mangouras is staying in Greece and has no plans to travel to Spain.

(F. J. van Wijnen)

2



n, the British insurance company (P & I Club) and the owner of the tanker



st, after first breaking into two parts As a consequence, an

000 tons of heavy oil streamed out of the ship which fouled the coasts


by a "freak wave" causing a hull plate fracture. Despite advice from, among others,



eventually proved unable to withstand the heavy seas. Captain Apostolos Ioannis

Mangouras was sentenced to two years in prison.

With this new verdict, the original judgment of the local court in A

Coruna, pronounced in 2012, was reversed. Herein, the master

was acquitted of all guilt. Also, the classification society, the

American Bureau of Shipping (ABS), which had assessed the vessel

as seaworthy, was relieved of all liability. After an initial arrest and

time in jail, Captain Mangouras could await his judg

freedom, initially in Spain and later even in his hometown in

Greece. During his time in Spain, the CESMA associated

shipmasters’ association in Barcelona (ACCMM) explicitly endeavoured to assist our colleague.

The lawsuit in A Coruna was attended by a member of the ACCMM with a legal background. As a


companies, INTERTANKO, has explicitly manifested itself to support Captain Mangouras.

In this new lawsuit, Captain Mangouras is accused of recklessness, causing the accident that had

catastrophic consequences for the environment and not obeying orders from the Spanish authority

By the decision of the court in Madrid, the company of the 81.000 DW tanker (Mare Shipping),



organizations will be determined at a later stage.

for this new conviction are clear. The huge costs for cleaning up the oil on the beaches


because in fact nobody was declared guilty for the accident.

ile international organizations, such as the ITF, have expressed their disgust at the


seen. CESMA will assist the defence through the ACCMM by regular contact



g in Greece and has no plans to travel to Spain.



n, the British insurance company (P & I Club) and the owner of the tanker



st, after first breaking into two parts As a consequence, an

000 tons of heavy oil streamed out of the ship which fouled the coasts


a hull plate fracture. Despite advice from, among others,



stand the heavy seas. Captain Apostolos Ioannis

With this new verdict, the original judgment of the local court in A

. Herein, the master

Also, the classification society, the

American Bureau of Shipping (ABS), which had assessed the vessel

as seaworthy, was relieved of all liability. After an initial arrest and

time in jail, Captain Mangouras could await his judgement in

in Spain and later even in his hometown in

Greece. During his time in Spain, the CESMA associated

red to assist our colleague.

CMM with a legal background. As a


to support Captain Mangouras.

ngouras is accused of recklessness, causing the accident that had

and not obeying orders from the Spanish authority.

000 DW tanker (Mare Shipping), the



for this new conviction are clear. The huge costs for cleaning up the oil on the beaches


ile international organizations, such as the ITF, have expressed their disgust at the


seen. CESMA will assist the defence through the ACCMM by regular contact with the lawyers of



NEW GUIDE ON COUNTERING

PIRACY AND ARMED ROBBERY IN ASIAPiracy and armed robbery in the Asian region has been evolving over time.

The definitions of ‘piracy’ (in accordance with UNCLOS) and ‘armed robbery

against ships’ (in accordance with IMO) can be found in

region inthis guide refers to th

Q6113 (Annex B).

Beyond the more specific trends involving particular types of ships, it is notable that the last

years (2012-2015) have witnessed a general increase in the number of boardings

of ships while underway and at certain ports and anchorages in Asia. Refer to Regional Cooperation

Agreement on Combating Piracy and Armed Robbery agai

(ReCAAP ISC)’s website (www.recaap.org)

With attacks becoming more widespread and in some cases violent, the maritime community has

requested a comprehensive guide which covers all types of ships operating in Asian waters. This

guide encompasses the TaB Guide

operating in Asian waters including

of incidents involving all types of ship while underway and at ports and anchorages in Asian waters.

The purpose of this guide is to assist those responsible for the operation of ships trading in Asia

including companies, owners, masters, agents and seafarers in avoiding attacks, deterring attacks

and delaying attacks, actions when attacked and evidence p

information provided by the relevant resolutions adopted by the United Nations General Assembly

and the relevant resolutions and recommendations adopted by the International Maritime

Organization (IMO) as in updated MSC C

reference to updated assessments of activity produced by the ReCAAP ISC, the Information Fusion

Centre (IFC) and incidents reported by the International Maritime Bureau (IMB).

3


PIRACY AND ARMED ROBBERY IN ASIAPiracy and armed robbery in the Asian region has been evolving over time.


against ships’ (in accordance with IMO) can be found in Annex A

region inthis guide refers to the area as marked on Marsec Charts Q6112 and

It should be noted that piracy and armed robbery in Asia

differs significantly from that of Somalia-

Somalia-based pirates generally attacked ships in order to hijack

them and then hold the crew for ransom, the type of criminal

activity occurring in Asian waters generally revolves around

theft of personal property and hijacking of ships for the purpose

of cargo theft. Although the common modus operandi in the

region has not changed significantly in the last decade, there

were some trends in recent years which have attracted

attention. The Tug Boats and Barges (TaB) Guide Against Piracy

and Sea Robbery launched in January 2013

the increase in number of incidents involving tug boats and

barges between 2008 and 2012. A spike in the number of

incidents involving oil cargo theft from 2014

release of the Guide for Tankers Operating in Asia against Piracy

and Armed Robbery Involving Oil Cargo Theft in November

2015.

Beyond the more specific trends involving particular types of ships, it is notable that the last

witnessed a general increase in the number of boardings

while underway and at certain ports and anchorages in Asia. Refer to Regional Cooperation

Agreement on Combating Piracy and Armed Robbery against Ships in Asia Information Sharing Centre

(www.recaap.org) for updates on incidents and trends.



guide encompasses the TaB Guide against piracy and armed robbery at sea

including oil cargo theft. I will also take into consideration the occurrence




and delaying attacks, actions when attacked and evidence preservation. The



Organization (IMO) as in updated MSC Circular 1333/1334 (refer to Annex C) and should be read with


Centre (IFC) and incidents reported by the International Maritime Bureau (IMB).


PIRACY AND ARMED ROBBERY IN ASIA Piracy and armed robbery in the Asian region has been evolving over time.


Annex A. The Asian

e area as marked on Marsec Charts Q6112 and

It should be noted that piracy and armed robbery in Asia

-based piracy. While

based pirates generally attacked ships in order to hijack

them and then hold the crew for ransom, the type of criminal

activity occurring in Asian waters generally revolves around

t of personal property and hijacking of ships for the purpose

of cargo theft. Although the common modus operandi in the

region has not changed significantly in the last decade, there

were some trends in recent years which have attracted

Boats and Barges (TaB) Guide Against Piracy

and Sea Robbery launched in January 2013, was a response to

the increase in number of incidents involving tug boats and

barges between 2008 and 2012. A spike in the number of

rom 2014-2015 prompted the

release of the Guide for Tankers Operating in Asia against Piracy

and Armed Robbery Involving Oil Cargo Theft in November

Beyond the more specific trends involving particular types of ships, it is notable that the last four

witnessed a general increase in the number of boardings, involving all types

while underway and at certain ports and anchorages in Asia. Refer to Regional Cooperation

nst Ships in Asia Information Sharing Centre



ea, also for tankers

take into consideration the occurrence




guide complements



) and should be read with


EUROPE’S PORTS VULNERABLE AS SHIPS SAIL

WITHOUT OVERSIGHT

As Europe’s politicians struggle to control a deepening migrant crisis and

staunch the rising threat of Islamist terrorism

is being paid to the continent’s biggest frontier: the sea. New data highlight

the extent to which smuggling, bogus shipping logs, unusual coastal stop

and inexplicable voyages are increasing across the Mediterranean and

Atlantic for ships passing through Europe’s ports

being done to combat the trend

In January, 540 cargo ships entered European ports after passing through the territorial

waters of terrorist hotspots Syria and Libya, as well as Lebanon, for unclear or uneconomic

reasons during the course of their voyages. The number of vessels using flags of convenience

- using the ensign of a state different to that in which a ship’s owners r

or reduce tax bills- is also rising. Of the 9

month, 5.500 used flags of convenience. The data were compiled for the FT by Windward, an

Israeli maritime intelligence company which

proprietary sources and uses algorithms to identify unusual or suspicious activities.

Some specific cases identified in the Windward data are particularly worrisome. In the

middle of last month, for example, one 76

Misurata in Libya and then switched off its location and transmitting devices for three hours

as it sailed close to shore along the coast of Tunisia before reassuming its stated course and

going to Pozzallo in Italy.

Capt. Gerry Northwood

4


WITHOUT OVERSIGHT


rising threat of Islamist terrorism on their borders, little attention


muggling, bogus shipping logs, unusual coastal stop


tlantic for ships passing through Europe’s ports — with little or nothing

being done to combat the trend.

There is currently no comprehensive system to track

shipments and cargos through EU ports and along its

approximately 70.000km of coastline —

has long been exploited by organized criminals and which

could increasingly prove irresistible to terrorists too, say

European security officials. “So far, the thing about

maritime security, and particularly terrorists exploiting

weaknesses there, is that it’s the dog that’s not barked,”

says former Royal Navy captain Gerry Northwood, chief

operating officer of Mast, a maritime security company,

and commander of the counter-piracy task force in the

Indian Ocean. “But the potential is there. The world

outside Europe — North Africa for example

with weapons. If you can get a bunch of AK47s into a

container, embark that container from Aden then you

could get them into Hamburg pretty easily. A whole

armoury’s worth.”


ers of terrorist hotspots Syria and Libya, as well as Lebanon, for unclear or uneconomic


using the ensign of a state different to that in which a ship’s owners reside to mask identity

is also rising. Of the 9.000 ships that passed through European waters last

500 used flags of convenience. The data were compiled for the FT by Windward, an

Israeli maritime intelligence company which collates shipping data from public and



middle of last month, for example, one 76-metre cargo ship left Golcuk in Turkey, sailed to





on their borders, little attention


muggling, bogus shipping logs, unusual coastal stop-offs


with little or nothing

There is currently no comprehensive system to track

shipments and cargos through EU ports and along its

— a deficiency that

has long been exploited by organized criminals and which

ld increasingly prove irresistible to terrorists too, say

European security officials. “So far, the thing about

maritime security, and particularly terrorists exploiting

weaknesses there, is that it’s the dog that’s not barked,”

ain Gerry Northwood, chief

operating officer of Mast, a maritime security company,

piracy task force in the

Indian Ocean. “But the potential is there. The world

North Africa for example — is awash

If you can get a bunch of AK47s into a

container, embark that container from Aden then you

could get them into Hamburg pretty easily. A whole


ers of terrorist hotspots Syria and Libya, as well as Lebanon, for unclear or uneconomic


eside to mask identity

000 ships that passed through European waters last

500 used flags of convenience. The data were compiled for the FT by Windward, an

collates shipping data from public and



metre cargo ship left Golcuk in Turkey, sailed to



Another ship left Genoa bound for Lisbon on November 8, but rather than take a direct

route, the vessel took a 500 nautical mile detour to a point mid

where it stopped, lingered, and then performed a u

possibility that the ship performed a mid

illicit cargo.

A senior European counter terrorism official said there was mounting concern about port

and maritime security in Brusse

was so large that no one was thinking of ways to meaningfully tackle it. “Some countries

have pretty good customs operations, but we’re talking about having to monitor hundreds

of ports and co-ordinate across them. The reality is that most of the time we are relying on

what the ship’s captain is telling us,” he said. Even a single container ship was impossible to

fully search, he added.

In the wake of the September 11 terror attacks in New

York and Washington and the bombing of the

”Limburg” in the Gulf of Aden in 2002, maritime security

standards were strengthened significantly with the Inter

national Ship and Port Security

ment to the safety of life at sea convention. The

requires port authorities to have detailed security plans

and measures in place, but it stops short of mandating

specific standards. Many European states resisted

stronger measures on cost grounds

patchy, say experts. “In principle it is str

practice, it’s only as good as the people who are applying

it,” says Mr Northwood. “There is very little or no

oversight.”

Part of the problem in Europe is a lack of co

identifying suspicious activity

resources more effectively. “What’s needed is better upstream intelligence,” says Calum

Jeffray, research fellow at the defence think

Europe, but a lot of that is specifically around narcotics

maritime and port security when

effort goes into airport screening

North Africa at the moment is going to make that much more noticeable.”

Mr Jeffray suggested that oversight could be improved by expanding the remit of the

maritime analysis and operations centre (MOAC), a Portugal

intelligence service staffed by military officials from seven EU states and the US. The centre

currently only has a remit to interdict narcotics smuggling.

“Something more is needed,” says Ami Daniel, chief executive of Windward. “At the

moment, the sea is a backdoor into Europe and unless there is clear intelligence or a tip off,

most of these vessels are never inspected or intercepted. We are getting to a point where

this is going to cause problems

5


route, the vessel took a 500 nautical mile detour to a point mid-sea off the coast of Africa,

where it stopped, lingered, and then performed a u-turn towards Portugal. It raises the

possibility that the ship performed a mid-sea rendezvous with another vessel to transfer an


and maritime security in Brussels and in Europe’s capitals, but that the scale of the problem



ordinate across them. The reality is that most of the time we are relying on


September 11 terror attacks in New

York and Washington and the bombing of the oil tanker

in the Gulf of Aden in 2002, maritime security

standards were strengthened significantly with the Inter-

national Ship and Port Security (ISPS) Code, an amend-

ment to the safety of life at sea convention. The Code

requires port authorities to have detailed security plans

and measures in place, but it stops short of mandating

specific standards. Many European states resisted

on cost grounds and enforcement is

patchy, say experts. “In principle it is stringent but in

practice, it’s only as good as the people who are applying

it,” says Mr Northwood. “There is very little or no

Part of the problem in Europe is a lack of co-ordination or information sharing in

identifying suspicious activity at sea that would allow authorities to target their investigative


Jeffray, research fellow at the defence think-tank RUSI. “There is thematic analysis across

t a lot of that is specifically around narcotics . . . there’s a tendency to overlook

maritime and port security when it comes to terrorism. When you think about how much

effort goes into airport screening — there’s a huge difference. And what is happening

at the moment is going to make that much more noticeable.”


maritime analysis and operations centre (MOAC), a Portugal-based multilateral naval

ence service staffed by military officials from seven EU states and the US. The centre

currently only has a remit to interdict narcotics smuggling.


backdoor into Europe and unless there is clear intelligence or a tip off,


this is going to cause problems . . . arms, drugs and people are all coming over unchecked.

New York 9/11


sea off the coast of Africa,

ds Portugal. It raises the

sea rendezvous with another vessel to transfer an


ls and in Europe’s capitals, but that the scale of the problem



ordinate across them. The reality is that most of the time we are relying on


ordination or information sharing in

at sea that would allow authorities to target their investigative


tank RUSI. “There is thematic analysis across

there’s a tendency to overlook

it comes to terrorism. When you think about how much

there’s a huge difference. And what is happening in

at the moment is going to make that much more noticeable.”


based multilateral naval

ence service staffed by military officials from seven EU states and the US. The centre


backdoor into Europe and unless there is clear intelligence or a tip off,


arms, drugs and people are all coming over unchecked.”

New York 9/11

FIRST RESULTS OF THE C

CAMPAIGN

FOR ENCLOSED SPACE ENTRY The Concentrated Inspection Campaign (CIC) on Crew Familiarization for Enclosed

Space Entry was carried out between 1 September and 30 November 2015 in the

Tokyo MOU region. The aim of the CIC was to ensure that effective procedures and

measures are in place to safeguard seafarers on board ships when entering and

working in enclosed spaces and to check compliance with the applicable

requirements of the SOLAS Convention.

The campaign was undertaken jointly with the Paris MOU. Other co

followed the same routine during the campaign.

conducted by member states in the Tokyo MOU using the CIC questionnaire, covering ships from 75

flag states. There appeared to be a strong commitment to safet

enclosed space entry. In 96% of CIC inspections, there was evidence of the ship’s crew having

participated in an enclosed space entry and rescue drill at least once every two months in accordance

with SOLAS requirements. Satisfactory responses to all 10 questions were received in 74% of CIC

inspections so there is room for improvement. Unsatisfactory responses resulted in 1584 deficiencies

being issued. During the CIC inspections, Port State Control

enclosed space entry drill where practicable. 4487 such drills were observed during the campaign

and of these, 93% were conducted to a satisfactory standard.

results will be undertaken to determine whether

to the shipping industry, flag States or MOU. A final report will be submitted to the PSCC27 meeting

in Australia in October 2016, after which the report will be submitted to the I

WINDSTAR APPOINTS A BLACK WOMAN CAPTAIN Windstar Cruises promoted Belinda Bennett

earned her spot at the helm and I’m excited to see her in action, guiding the crew and o

Wind Star through some of the world’s most incredible destinations for years to come,' Birkholz said.

Bennett, 39, is a British citizen who resides in Southampton. She hails from St. Helena, a British

Overseas Territory encompassing Ascension

age 17 aboard RMS St. HELENA. Four years later, she climbed the ranks as third officer then stayed

an additional five years, ultimately serving as second officer.

for SS DELPHINE, a private charter yacht, and Isle of Man Steam Packet ferries,

Windstar as second officer in September 2005.

6

FIRST RESULTS OF THE CONCENTRATED INSPECTION

ON CREW FAMILIARIZATION

FOR ENCLOSED SPACE ENTRY Concentrated Inspection Campaign (CIC) on Crew Familiarization for Enclosed



to safeguard seafarers on board ships when entering and


requirements of the SOLAS Convention.

The campaign was undertaken jointly with the Paris MOU. Other co-operating M

ollowed the same routine during the campaign. Preliminary results show that 6826 inspections were


There appeared to be a strong commitment to safety from ship operators in relation to



Satisfactory responses to all 10 questions were received in 74% of CIC


During the CIC inspections, Port State Control officers were require


and of these, 93% were conducted to a satisfactory standard. Further analysis of the inspection

results will be undertaken to determine whether there are any recommendations that could be made


in Australia in October 2016, after which the report will be submitted to the IMO

WINDSTAR APPOINTS A BLACK WOMAN CAPTAIN Belinda Bennett to captain of WIND STAR. She joins a small but growing

number of women captains in

and may be the first black cruise ship captain.

Bennett took command of the 148

WIND STAR Jan. 30 in the Caribbean. She is an 11

year veteran of WIND STAR, and previously served

as chief officer. CEO Hans Birkholz

STAR is thrilled to have appointed its first female

captain and perhaps the cr

black captain.'Belinda’s leadership qualities and

hard work have made her an asset to our team

and invaluable to her colleagues and crew. She has

earned her spot at the helm and I’m excited to see her in action, guiding the crew and o



Overseas Territory encompassing Ascension and Tristan de Cunha, where she became a deck cadet at

. Four years later, she climbed the ranks as third officer then stayed

an additional five years, ultimately serving as second officer. Following a brief stretch as chief off

, a private charter yacht, and Isle of Man Steam Packet ferries,

Windstar as second officer in September 2005. Source : seatrade-cruise

ONCENTRATED INSPECTION

ON CREW FAMILIARIZATION

Concentrated Inspection Campaign (CIC) on Crew Familiarization for Enclosed



to safeguard seafarers on board ships when entering and


operating MOU’s have

Preliminary results show that 6826 inspections were


y from ship operators in relation to



Satisfactory responses to all 10 questions were received in 74% of CIC


fficers were required to observe an


Further analysis of the inspection

there are any recommendations that could be made


MO (from:Tokyo MOU)

WINDSTAR APPOINTS A BLACK WOMAN CAPTAIN . She joins a small but growing

number of women captains in the cruising industry

and may be the first black cruise ship captain.

took command of the 148-passenger

Jan. 30 in the Caribbean. She is an 11-

, and previously served

Hans Birkholz said WIND

is thrilled to have appointed its first female

captain and perhaps the cruise industry's first

black captain.'Belinda’s leadership qualities and

hard work have made her an asset to our team

and invaluable to her colleagues and crew. She has

earned her spot at the helm and I’m excited to see her in action, guiding the crew and our guests on



and Tristan de Cunha, where she became a deck cadet at

. Four years later, she climbed the ranks as third officer then stayed

Following a brief stretch as chief officer

, a private charter yacht, and Isle of Man Steam Packet ferries, Bennett joined

EUROPEAN SHIPOWNERS SHOWCASE

ON

We were invited for a high level meeting organised by the Dutch Presidency of the

Council on 15th February

Association (ECSA) presented its new brochure on the merits of short sea shipping.

The intention behind this new initiative is to revitalise the EU’s short sea policy,

which has unfortunately been neglected in the past years.

“Short Sea Shipping has been on the EU’s agenda for a long time” said Niels

Smedegaard, ECSA President. “Despite many good initiatives, a number of

long-standing problems have not been resolved, the market share of short sea

shipping has stagnated, and worse still, declined

the EU and the short sea industry alike stand to benefit from the launch of a

so-called Short Sea 2.0 policy. Moving goods and people by sea around Europe

instead of using other modes will decongest land

ease pressure on logistics chains, and dramatically reduce air emissions. Short

sea shipping is the EU’s circulatory system.

”Short sea shipping is currently facing a host of legislative and administrative

issues that curtail its effectiveness, limit

system. Intra-EU shipping is still unjustifiably disadvantaged when compared to the road or rail

sector, which move goods and people with minimal administrative burden.“Short sea shipping is an

often overlooked segment of the EU transport system, one that has huge potential, which could be

unleashed if the many legislative and administrative impediments weighing it down were tackled in a

holistic manner” commented Patrick Verhoeven, ECSA Secretar

hanging fruits and we are ready to work closely with EU policy makers to find the best way forward.

”The European Commission has over the years formulated strategies and proposed legislation with

the intention of fostering the short sea sector. Disappointingly though, some efforts have fallen short

of stated objectives and the industry’s expectations. Ca

Market for shipping, which disproportionally affects short sea operators. The European Commission

had in 2010 proposed legislation to rationalise and streamline the administrative formalities for ships

calling at EU ports by moving to a paperless environment. The adopted legislation however lacked

ambition and led to the creation of separate and often incompatible so

Windows (data entry points) instead of a harmonised EU Single Window.

Source: European Community Shipowners’ Associations (ECSA)

Mr. Fotis Karamitsos

7


ON SHORT SEA SHIPPING

a high level meeting organised by the Dutch Presidency of the

in Amsterdam. The European Community Shipowners’

presented its new brochure on the merits of short sea shipping.


which has unfortunately been neglected in the past years.

has been on the EU’s agenda for a long time” said Niels

Smedegaard, ECSA President. “Despite many good initiatives, a number of

standing problems have not been resolved, the market share of short sea

shipping has stagnated, and worse still, declined in recent years. We believe

the EU and the short sea industry alike stand to benefit from the launch of a

called Short Sea 2.0 policy. Moving goods and people by sea around Europe

instead of using other modes will decongest land-based transport networks,

ease pressure on logistics chains, and dramatically reduce air emissions. Short

sea shipping is the EU’s circulatory system.

”Short sea shipping is currently facing a host of legislative and administrative

issues that curtail its effectiveness, limit its popularity and restrict its role in today’s EU transport

EU shipping is still unjustifiably disadvantaged when compared to the road or rail




holistic manner” commented Patrick Verhoeven, ECSA Secretary-General. “There are many low




of stated objectives and the industry’s expectations. Case in point: the absence of a true Single



U ports by moving to a paperless environment. The adopted legislation however lacked

ambition and led to the creation of separate and often incompatible so-called National Single

Windows (data entry points) instead of a harmonised EU Single Window.

During the conference, Deputy Director-General DG Move,

European Commission, Fotis Karamitsos said: “The EU Single

Window (which CESMA is already advocating for a long time)

within reach. The technology is already available, it is now only a

matter of political will. The shipping industry should continue its

campaign for a more workable solution”

Source: European Community Shipowners’ Associations (ECSA)

Mr. Niels Smedegaard


a high level meeting organised by the Dutch Presidency of the

he European Community Shipowners’

presented its new brochure on the merits of short sea shipping.


today’s EU transport

EU shipping is still unjustifiably disadvantaged when compared to the road or rail




General. “There are many low-




se in point: the absence of a true Single



U ports by moving to a paperless environment. The adopted legislation however lacked

called National Single

General DG Move,

European Commission, Fotis Karamitsos said: “The EU Single

(which CESMA is already advocating for a long time) is

available, it is now only a

matter of political will. The shipping industry should continue its

Mr. Niels Smedegaard

VILLAINS, VICTIMS

Oversimplifying of the ”Costa Concordia

lessons that can be learned from the casualty.

to loss of life and the spectre of a fault

headlines. Such events and the outcome of any findings are of legitimate public

interest, but the simplification of the story in a desire to make easy reading which

attracts millions of readers and in which there are only villains and victims

threaten to obscure the lessons that can be learnt.

So it is with the ongoing public trial of Captain Francesco Schettino. The disgraced master is of the

”Costa Concordia” is in the process of building his appeal against a `16 year prison sentence, while

prosecutors are apparently trying to lengthen it.

The fateful events of the night that led to the

eight-year-old cruise ship, striking a rock causing

a leak, being driven towards the shore as it

flooded in several compartments and heeled

over and the ensuing lengthy evacuation have

been written about at length, by both the

mainstream and the shipping press.

But what has not been heard in any detail, at

least not outside the court and not without

constant vilification, is Captain Schettino’s account of what

where a supposedly modern cruise ship was sailing off course and for a number of crucial minutes

it headed directly towards the rock, without a command. The true account in our CESMA NEWS, after

interviews with Captain Schettino, reached not enough people to make a direct impact.

There was a lot more to this than just questioning the disturbing modern trend of criminalising the

master. In a recent interview with Lloyd’s List,

blame at himself but he is also questioning the whole process that led, to what he claims, was a

substandard bridge team and the conditions for disaster.

Accident investigation experts , studying the incident, have uncovered some all

indicators that the confusion between using electronic charts and pa

run-up to the grounding. Passenger ships , especially cruise ships

some of the most advanced ships afloat. They bristle with technology which always comes with the

underlying promise of safer, more efficient operation. But with

automation, comes increased responsibility such as the responsibility to pay more tha

training, education and of course, process.

At sea, there was always the saying that a good navigation officer is good not to just because

everything goes well, but because w

proverbial finger, act quickly and do the right thing. There may be however too many temptations to

take shortcuts in learning, understanding and emergency preparation by both shore and shipboa

staff. Perhaps society’s desire always to find blame before it learns lessons

temptation away if nothing else will.

8

VICTIMS AND THE BLAME GAME

Costa Concordia” tragedy threatens to obscure valuable

lessons that can be learned from the casualty. A disaster, especially one that leads

to loss of life and the spectre of a fault-finding litigation, will always make good

Such events and the outcome of any findings are of legitimate public


attracts millions of readers and in which there are only villains and victims

cure the lessons that can be learnt.


is in the process of building his appeal against a `16 year prison sentence, while

are apparently trying to lengthen it.

The fateful events of the night that led to the

old cruise ship, striking a rock causing

a leak, being driven towards the shore as it

flooded in several compartments and heeled

lengthy evacuation have

been written about at length, by both the

mainstream and the shipping press.

But what has not been heard in any detail, at

least not outside the court and not without

Schettino’s account of what happened to create the circumstances

where a supposedly modern cruise ship was sailing off course and for a number of crucial minutes


ain Schettino, reached not enough people to make a direct impact.


with Lloyd’s List, Captain Schettino repeatedly point


substandard bridge team and the conditions for disaster.

Accident investigation experts , studying the incident, have uncovered some all

indicators that the confusion between using electronic charts and paper charts was critical in the

Passenger ships , especially cruise ships and other specialized vessels are


underlying promise of safer, more efficient operation. But with this technology, and the promise of

ed responsibility such as the responsibility to pay more tha

training, education and of course, process.


everything goes well, but because when it does not goes well, he or she knows how to pull out the


in learning, understanding and emergency preparation by both shore and shipboa

staff. Perhaps society’s desire always to find blame before it learns lessons, will at least take that

temptation away if nothing else will. ( Lloyd’s List October 2015)

GAME

reatens to obscure valuable

A disaster, especially one that leads

finding litigation, will always make good

Such events and the outcome of any findings are of legitimate public


attracts millions of readers and in which there are only villains and victims, can


is in the process of building his appeal against a `16 year prison sentence, while

happened to create the circumstances

where a supposedly modern cruise ship was sailing off course and for a number of crucial minutes, as


ain Schettino, reached not enough people to make a direct impact.


aptain Schettino repeatedly points the finger of


Accident investigation experts , studying the incident, have uncovered some all too familiar

er charts was critical in the

and other specialized vessels are


technology, and the promise of

ed responsibility such as the responsibility to pay more than lip service to


hen it does not goes well, he or she knows how to pull out the


in learning, understanding and emergency preparation by both shore and shipboard

will at least take that

The appeal against the verdict of Captain Schett

Florence and will start on 28th

According to the lawyer of Captain Schettino, this tight schedule is very harmful for the defence and

it is the first time that an appeal court is presenting such an arrangement.

installed ECDIS fleet-wide. All ships were equipped with complete ECDIS installations, As a matter of

fact, it was possible to utilize electronic charts in overlay function on the radar screens. In practice all

officers on the bridge of the Costa Concordi

navigational functions as a navigation tool

At the time of the incident, the company was applying “home made” criteria for enhancing the

knowledge and the familiarization among the officers for using ECDIS. Familiarization was simply

part of the handover process between officers. Preceding the incident

bridge were observing the navigation on the ECDIS, used in overlay on two

radar screen observed by the third officer. According to the VDR, none of them detected any danger

for navigation, worth mentioning to Captain Schettino when he came on the bridge. According to

VDR recordings, the chief officers

view, there was nothing to avoid and that the vessel was supposed to proceed straight without

turning. He maintained that there was no need for an evasive manoeuvre.

MASTER RECEIVES DEFERRED SUSPENSION

FOR ILLEGAL BEACHING OF VESSEL

A recent decision of the Dutch disciplinary committee for the shipping industry

demonstrates how illegally beaching a vessel can have consequences for the master

of a ship. On May 26 2013 the Dutch container vessel

before demolition near Alang, India. By order of the public prosecutor in

Rotterdam, an investigation was initiated concerning the actions of the master in

relation to the illegal movement of the vessel from EU waters to Alang.

The Dutch public prosecutor noted that

demolishing it, it could be considered as waste under Dutch national and European law. As such, the

owner could be held responsible. Considering that the action was physically performed by the

captain, it also had to be assessed whether this met the standards of good seamanship under Article

4(4) and Article55a of the Dutch Law Concerning Seafarers as it relates to:

Palazzo di Giustizia, Florence

9

against the verdict of Captain Schettino will take place in the Palazzo di Giustizia in

April. It will comprise 12 hearings in the following month of May.


ppeal court is presenting such an arrangement.

We will follow proceedings accurately with the expectation that

Captain Schettino receives fair treatment. He is still a member of

USCLAC and as such, also a member of CESMA, for ”better and

for worse”. The defence will pay attention to the behaviour of

the bridge team of the “Costa Concordia” before and during the

accident. It seems that at the time of the incident

compulsory for the officers of Costa to attend any specific

training for using ECDIS as the electronic chart system was not

officially recognized by Italian law as an appropriate tool for

substituting paper charts. A problem arose because Costa

wide. All ships were equipped with complete ECDIS installations, As a matter of


officers on the bridge of the Costa Concordia were using the ECDIS system

as a navigation tool without having proper training or related certification.


d the familiarization among the officers for using ECDIS. Familiarization was simply

part of the handover process between officers. Preceding the incident, the three officers on the

bridge were observing the navigation on the ECDIS, used in overlay on two radar screens plus a third

observed by the third officer. According to the VDR, none of them detected any danger


the chief officers, in charge of the navigation, affirmed that, according to his point of


turning. He maintained that there was no need for an evasive manoeuvre.





of a ship. On May 26 2013 the Dutch container vessel ”HMS Laurence

ion near Alang, India. By order of the public prosecutor in



The Dutch public prosecutor noted that because the vessel was being beached with the intention of



ain, it also had to be assessed whether this met the standards of good seamanship under Article

4(4) and Article55a of the Dutch Law Concerning Seafarers as it relates to:

Palazzo di Giustizia in

12 hearings in the following month of May.


We will follow proceedings accurately with the expectation that

Captain Schettino receives fair treatment. He is still a member of

CESMA, for ”better and

for worse”. The defence will pay attention to the behaviour of

before and during the

It seems that at the time of the incident, it was not

compulsory for the officers of Costa to attend any specific

training for using ECDIS as the electronic chart system was not

officially recognized by Italian law as an appropriate tool for

substituting paper charts. A problem arose because Costa

wide. All ships were equipped with complete ECDIS installations, As a matter of


a were using the ECDIS system and all related

without having proper training or related certification.


d the familiarization among the officers for using ECDIS. Familiarization was simply

the three officers on the

radar screens plus a third

observed by the third officer. According to the VDR, none of them detected any danger


affirmed that, according to his point of






HMS Laurence” was beached

ion near Alang, India. By order of the public prosecutor in



because the vessel was being beached with the intention of



ain, it also had to be assessed whether this met the standards of good seamanship under Article

The Dutch disciplinary committee for the shipping industry found that it had been proven that on

May 26 2013, the “HMS Laurence

from the European Union under the authority of the master. Proof of this action was based on a

YouTube video uploaded by the ship's master which clearly showed that he was acting as the master

of the vessel when it was beached.

55a of the Law Concerning Seafarers, and

specifically Article 4(4) in respect of the act or

omission of a master on board in breach of the

care which he should have observed as a good

sailor in relation to the crew, the ship, the

cargo, the environment and traffic. In

particular, it was held that the master could be

held responsible for the fact that he had

cooperated in deliberately beaching the vessel

in India. Based on European environmental

law, it is prohibited to transfer vessels for

demolition to India.

The disciplinary committee noted that, because the master had not made a statement, it could not

know on whose order he had beached the vessel. But the sight of the coastline in the YouTube vide

made it clear that the master should have understood that it would be left there for demolition.

The committee found that the defendant was in serious breach of his duties as master of the vessel.

At the time of the incident, the consequences of having s

generally known within the shipping industry. These consequences included harrowing working

conditions, environmental damage and serious dangers to the health of employees and the local

population.

The disciplinary committee ruled that the master be suspended for a period of six months.

However, the suspension would not be executed unless the disciplinary committee later decided

otherwise, based on the fact that the master, before the end of a two

again acted contrary to the care which he should have observed as a good sailor in relation to the

crew, the ship, the cargo, the environment and traffic.

mv HMS Laurence

10

• Article 10.60 of the Dutch

Environmental Management;

• Article 2(35) of the EU Shipment

of Waste Regulation (1013/2006);

• Article 34 of the regulation,

which covers the prohibition on

exporting waste from the European

Union to third countries which are

not part of the Europ

Trade Association; and

• Article 36 and Annex V of the

regulation, which covers the

prohibition on exporting waste

from the European Union which is

destined for useful application in

countries which are not members

of the OECD.


HMS Laurence” was beached in order to be demolished near Alang


the ship's master which clearly showed that he was acting as the master

of the vessel when it was beached. The actions of the master were held to be in violation of Article

55a of the Law Concerning Seafarers, and

specifically Article 4(4) in respect of the act or

omission of a master on board in breach of the

care which he should have observed as a good

to the crew, the ship, the

cargo, the environment and traffic. In

particular, it was held that the master could be

held responsible for the fact that he had

cooperated in deliberately beaching the vessel

in India. Based on European environmental

s prohibited to transfer vessels for


know on whose order he had beached the vessel. But the sight of the coastline in the YouTube vide



At the time of the incident, the consequences of having ships beached for demolition in India were



nary committee ruled that the master be suspended for a period of six months.


fact that the master, before the end of a two-year probation


crew, the ship, the cargo, the environment and traffic.

mv HMS Laurence

Beaching in Alang

• Article 10.60 of the Dutch Law on

Environmental Management;

• Article 2(35) of the EU Shipment

of Waste Regulation (1013/2006);

• Article 34 of the regulation,

which covers the prohibition on

exporting waste from the European

Union to third countries which are

not part of the European Free

Trade Association; and

• Article 36 and Annex V of the

regulation, which covers the

prohibition on exporting waste

European Union which is

destined for useful application in

countries which are not members


was beached in order to be demolished near Alang, after sailing


the ship's master which clearly showed that he was acting as the master

of the master were held to be in violation of Article


know on whose order he had beached the vessel. But the sight of the coastline in the YouTube video



hips beached for demolition in India were



nary committee ruled that the master be suspended for a period of six months.


year probationary period, had


Beaching in Alang

This is the first decision from the disciplinary committee suspending a master

clearly demonstrates that the beaching for subsequent demolition of ships moved from the

European Union to Southeast India

physical breach of national and European law has b

master. Posting a recording of the beaching of such vessels on YouTube clearly increases the risk of

detection and suspension. (December 23 2015

As comment on the conviction of the master of the

declaring that he clearly acted after orders of the shipping company. Refusing to

follow up orders nowadays easily leads to dismissal. There is always somebody else

who will take the risk, leaving the respective master unemployed. We could expect

a more realistic attitude of a Disciplinary Court making them aware that strict

application of the law is not always reasonable or fair.

PIRATES

ARE HACKING

Pirates have a new weapon.

course of several months last year, pirates

rummaging through cargo more quickly than usual before making off with the

most valuable crates. When one unnamed shipping company hired Verizon’s security team to

investigate, they learned the pirates had begun practicing another trade:

Hacking. “Rather than spending days holding boats and their crew hostage

while they rummaged through the cargo, these pirates began to attack

shipping vessels in an extremely targeted and timely fashion,” the report said.

“Specifically, they would board a vessel,

within a short amount of time they would depart.”

And these modern day pirates seemed to know exactly where to find their loot. “When crews

eventually left their safe rooms,

certain cargo containers,” the report added. “It became apparent to the shipping company that the

pirates had specific knowledge of the contents of each of the shipping crates being move

So how did these pirates of the high seas know exactly what ships to invade and where to go once

they had gotten onboard and taken the crew hostage? “They’d board a vessel, locate by bar code

specific sought-after crates containing valuables, steal

only—and then depart the vessel without further incident,” the report said. “Fast, clean and easy.”

According to Verizon, the pirates

records carriers release — and to see which vessels were scheduled to carry it. So they helped the

shipping company shut down s

Source: MarketWatch

11

This is the first decision from the disciplinary committee suspending a master


European Union to Southeast India, places the master of such ships at risk of suspension if the

physical breach of national and European law has been performed under the authority of such


December 23 2015 | By AKD Shipping & Transport, Netherlands

As comment on the conviction of the master of the ”HMS Laurence



take the risk, leaving the respective master unemployed. We could expect


application of the law is not always reasonable or fair.(Capt. H.Ardillon,president CESMA)

PIRATES ON THE HIGH SEAS

HACKING SHIP COMPUTERS FIRST

Pirates have a new weapon. A global shipping company noticed that over the

course of several months last year, pirates, armed with guns


When one unnamed shipping company hired Verizon’s security team to


“Rather than spending days holding boats and their crew hostage



“Specifically, they would board a vessel, force the crew into one area and

within a short amount of time they would depart.”


, hours later, it was to find that the pirates had headed straight for


pirates had specific knowledge of the contents of each of the shipping crates being move



after crates containing valuables, steal the contents of that crate

and then depart the vessel without further incident,” the report said. “Fast, clean and easy.”

According to Verizon, the pirates-turned-hackers found a way to see merchandise details in the

and to see which vessels were scheduled to carry it. So they helped the

shipping company shut down sites the pirates had compromised and build a security plan.

This is the first decision from the disciplinary committee suspending a master on these grounds. It


places the master of such ships at risk of suspension if the

een performed under the authority of such


Netherlands)

HMS Laurence”, we insist on



take the risk, leaving the respective master unemployed. We could expect


Ardillon,president CESMA)

FIRST

A global shipping company noticed that over the

armed with guns, had been


When one unnamed shipping company hired Verizon’s security team to


“Rather than spending days holding boats and their crew hostage



force the crew into one area and


hours later, it was to find that the pirates had headed straight for


pirates had specific knowledge of the contents of each of the shipping crates being moved.”



the contents of that crate—and that crate

and then depart the vessel without further incident,” the report said. “Fast, clean and easy.”

hackers found a way to see merchandise details in the

and to see which vessels were scheduled to carry it. So they helped the

the pirates had compromised and build a security plan.

MANILA 2010, ITALIAN MASTERS AND SEAFARERS ARE HEADINGThe Manila STCW amendments are dated 2010, but the Italian Administration

ignored the problem until yesterday.

Italian STCW Certificates of Competence will expire 1.1.17 and in

revalidated, Italian seafarers need to comply with all requirements foreseen in the

Manila amendments. In spite of this stringent deadline (1.1.17) and the

Administration’s unjustified delay,

Today only few of the decree

to revalidate CoC’s, have been approved.

is still unknown and the training cent

approval of the ''courses'' before they can provide it to

consuming procedure.

To be optimistic, by May/June 2016 more than 75.000

take the necessary training courses in order to

fulfil this requirement in time.

While in most of the EC countries the last five years have been used to update the formation of the

seafarers, in Italy only 6 months will be allowed for it.

seafarer spends at least 8 months every year at sea. Two questions arise

1) Is the Italian Administration aware of this?

2) Does it realise that it will be impossible for 75.000 seafarers to take all the

mandatory training courses before the given

For too long, IMO has completely ignored the

the economy of the sea and a large employment opportunity for STCW certified

cadets. This matter needs immediate attention by IMO institutions .

that the Italian Administration will recognize and endorse

by other IMO Parties. However it

HELM, RADAR, FIREFIGHTING, if issued by

all EU countries to recognize each other’s

any country of the EU. This situation is really serious, and many Italian Seafarers are risking to lose

their CoC and their jobs.

We do ask EMSA and IMO to carefully investigate these matters, to guarantee an extension of the

validity of CoC’s after 1.1.17, until all seafarers had the opportunity to follow the mandatory Manila

STCW 2010 training. We also ask to organise

masters and representative

management) and crew agencies in order to open a permanent division dedicated to

We promote safety and are concerned for the

seafarers, more than anyone. We will have no f

clean seas and a good working environment, but we

attention.

(Captain Dario Savino c.l.c. Master Mariner

CESMA)

12

ITALIAN MASTERS AND SEAFARERS ARE HEADING FOR COLLISION (full ahead

The Manila STCW amendments are dated 2010, but the Italian Administration

ignored the problem until yesterday. The Italian Administration has decided that all

Italian STCW Certificates of Competence will expire 1.1.17 and in



Administration’s unjustified delay, it took more than 5 years to decide what to do

decrees, regarding some of the training courses

have been approved. If and when the decrees

the training centres still need to go through the certification/

approval of the ''courses'' before they can provide it to seafarers. This is a time

To be optimistic, by May/June 2016 more than 75.000 Italian seafarers will be in the condition to

take the necessary training courses in order to revalidate their STCW CoC. It will be impossible to


seafarers, in Italy only 6 months will be allowed for it. We all know that, by the nature of his trade, a

seafarer spends at least 8 months every year at sea. Two questions arise:,

) Is the Italian Administration aware of this?

realise that it will be impossible for 75.000 seafarers to take all the

mandatory training courses before the given deadline of 1.1.17?

IMO has completely ignored the mega yachting industry, which is a consistent share of

the economy of the sea and a large employment opportunity for STCW certified

cadets. This matter needs immediate attention by IMO institutions . We also consider it very strange

that the Italian Administration will recognize and endorse a STCW Certificate of Competence issue

. However it will not recognize or endorse a Certificate of Training

if issued by another EU country This in spite of EU laws that request

each other’s qualification and allow all EU citizens to study



until all seafarers had the opportunity to follow the mandatory Manila

. We also ask to organise a meeting with the most representative

representative seafarers associations, the yachting industry (yard/ brokers/

and crew agencies in order to open a permanent division dedicated to

are concerned for the marine environment, including

eafarers, more than anyone. We will have no future if we do not follow these rules, we

good working environment, but we also do need to be considered with the right

Dario Savino c.l.c. Master Mariner, member of CD Italianyachtmasters

ITALIAN MASTERS AND SEAFARERS full ahead)!

The Manila STCW amendments are dated 2010, but the Italian Administration

The Italian Administration has decided that all

Italian STCW Certificates of Competence will expire 1.1.17 and in order to be



more than 5 years to decide what to do.

of the training courses, mandatory

will be published

rough the certification/

eafarers. This is a time

talian seafarers will be in the condition to

It will be impossible to


ow that, by the nature of his trade, a

realise that it will be impossible for 75.000 seafarers to take all the

yachting industry, which is a consistent share of

the economy of the sea and a large employment opportunity for STCW certified seafarers and young

We also consider it very strange

STCW Certificate of Competence issued

ll not recognize or endorse a Certificate of Training such as BST,

in spite of EU laws that request

qualification and allow all EU citizens to study and work in



until all seafarers had the opportunity to follow the mandatory Manila

a meeting with the most representative European yacht

industry (yard/ brokers/

and crew agencies in order to open a permanent division dedicated to mega yachting.

, including the rights of

uture if we do not follow these rules, we prefer

do need to be considered with the right

member of CD Italianyachtmasters, Council Member of

EUROPE NEGLECTS

DESPITE

A British-led initiative to create a back

has been pulled after failing to garner interest from other

despite its proponents pointing to the growing risk of disasters at sea. Vessels

increasingly rely on devices that employ satellite signals to find a location or keep

exact time, including the Global Positioning System (GPS). Paper char

less frequently due to a loss of traditional skills among seafarers. Experts say GPS is

vulnerable to signal loss from solar weather effects or radio and satellite

interference or deliberate jamming, which South Korea experienced from North

Korea in recent years.

The General Lighthouse Authorities of the U

based back-up prototype called eLoran that would provide alternative position and timing signals for

navigation, but faced a hard sell in other European countries, which are needed for a signal network.

France, Norway, Germany and Denmark have closed their transmitters. George Shaw of the GLA

cited “cost-related” issues in Europe for pulling the project, leading the GLA to start decommissioning

stations in Britain.“In Europe, navigation is becoming less and less

ships and the competition for sea space is intense.” “Getting high

ports and around obstacles at sea is becoming ever more important and we cannot rely on GNSS

(global navigation satellite systems) alone to do that,” he said.

France and other countries were meant to maintain and upgrade older radio transmitter stations

called Loran-C, which date back decades, for eLoran to gain momentum. French and German

government sources said they di

system Galileo. A German official said Galileo offered an encrypted navigation signal and “maximal

protection” against manipulation. An official from Denmark said the country had opted out

Norway’s Ministry of Transport and Communication said eLoran was “outdated and had very few

users”, adding that lighthouses, markers, and radar beacons provided sufficient navigation safety in

waters near the shore. “Further out from the coast, the risk

considerably smaller. In these waters, it’s the Norwegian Coastal Administration’s opinion that a

ship’s radar constitutes sufficient backup.”

In contrast, South Korea and Russia

ahead with their versions of eLoran

the U.S. Air Force said there were GPS timing disruptions after a satellite was removed that may have

caused timing issues over several hours for global users.

involving hours of signal disruptions on ships off Britain’s coast.

Royal Academy of Engineering’s GNSS working group, said it was easy to purchase GPS simulators

that can “fool GPS equipment into giving the wrong coordinates”, known as spoofing. “Any of the

satellite navigation systems such

increasingly to spoofing, “That raises security questions.”

Source: Reuters (International Shipping

13

NEGLECTS BACK UP NAVIGATION SCHEME

DESPITE RISKS AT SEA

led initiative to create a back-up to satellite navigation systems for ships

has been pulled after failing to garner interest from other European countries,



exact time, including the Global Positioning System (GPS). Paper char




The General Lighthouse Authorities of the United Kingdom and Ireland (GLA) have pioneered a radio

up prototype called eLoran that would provide alternative position and timing signals for


Norway, Germany and Denmark have closed their transmitters. George Shaw of the GLA

related” issues in Europe for pulling the project, leading the GLA to start decommissioning

stations in Britain.“In Europe, navigation is becoming less and less safe,” Shaw said. “We see larger

ships and the competition for sea space is intense.” “Getting high-integrity precise navigation into


systems) alone to do that,” he said.


C, which date back decades, for eLoran to gain momentum. French and German

government sources said they did not need or use eLoran, pointing to Europe’s satellite navigation


protection” against manipulation. An official from Denmark said the country had opted out



waters near the shore. “Further out from the coast, the risk of collisions and of running aground is


ship’s radar constitutes sufficient backup.”

In contrast, South Korea and Russia, which had received previous GLA assistance

ahead with their versions of eLoran. The United States was also working on a version.


several hours for global users. The GLA had previously recorded incidents

involving hours of signal disruptions on ships off Britain’s coast. Martyn Thomas, chair of the UK



satellite navigation systems such as Galileo … are all extremely vulnerable, firstly to jamming and

“That raises security questions.”

Shipping News 10/02/2016)

SCHEME

up to satellite navigation systems for ships

European countries,



exact time, including the Global Positioning System (GPS). Paper charts are used




and Ireland (GLA) have pioneered a radio-

up prototype called eLoran that would provide alternative position and timing signals for


Norway, Germany and Denmark have closed their transmitters. George Shaw of the GLA

related” issues in Europe for pulling the project, leading the GLA to start decommissioning

safe,” Shaw said. “We see larger

integrity precise navigation into



C, which date back decades, for eLoran to gain momentum. French and German

d not need or use eLoran, pointing to Europe’s satellite navigation


protection” against manipulation. An official from Denmark said the country had opted out.



of collisions and of running aground is


assistance, are pressing

The United States was also working on a version. In late January,


The GLA had previously recorded incidents

Martyn Thomas, chair of the UK



as Galileo … are all extremely vulnerable, firstly to jamming and

2015 SAN GIUSTO AWARD

On December 11, 2015 the ceremony for the

the Conference Hall of the Italia Marittima Ship

Triestino di Navigazione (Evergreen Group). A long

Captains’ Association “Collegio di Trieste dei Patentati Capitani di Lungo Corso e

Macchina” awarding the San Giusto plaques to the best graduates of

High-school “Tomaso di Savoia Duca di Genova “

Candidate Deck-cadets: Jurman Elena

Mr. A. Cattaruzza; Mistral Silvio

Matteo, from Capt.Frigate(CP) A. Cuocci (Triest Coast Guard Maritime Direction); Robelli Stefano,

again by Mr. A. Cattaruzza; Visciano Gennaro

Port of Trieste) and candidates Eng

President; Butnaru Valeriu, received his award from Eng

Christian, from Mr. P. Borstner

by Mr. Wang Lin-Fa (Executive Vice President Italia Marittima).

This year like the past ones, the event saw the award of several scholarships to the outstanding

students of each course taught in the I.T.S. Nautical High

Maria Theresa, Empress of Austria (1717

The ceremony was attended by representative of local authorities as well as by the founding

members of the new “ Adriatic Nautical Academy “, which in the same week had started its activity.

The Foundation leading the Academy gathers a long list of public bodies and companies, including

the “Collegio di Trieste dei Patentati Capitani di LC & DM”.

even more special in the light of the simultaneous launch of the Academy, a highly

institute (I.T.S.) operating in a field that is strategic for Italy’s economic development and

competitiveness. For the city of Trieste, i

same time, to watch to a future that, hopefully, will be bring new impulse to the sea and the various

activities connected to it. (Mario Carobolante, Captain

CESMA Dep. President Capt. Ribaric to Burello Elia (Eng. Cadet)

14

AN GIUSTO AWARD – XXIII EDITION

On December 11, 2015 the ceremony for the “2015 San Giusto Award”

the Conference Hall of the Italia Marittima Ship-owner Company, former Lloyd

Triestino di Navigazione (Evergreen Group). A long-standing tradition that saw the


Macchina” awarding the San Giusto plaques to the best graduates of

“Tomaso di Savoia Duca di Genova “ for the year 2014/2015

Jurman Elena received her award from Tripmare/Ocean Managing Director,

Silvio was awarded by Ms. C. Tasso from Triest Passengers Terminal; Piras

from Capt.Frigate(CP) A. Cuocci (Triest Coast Guard Maritime Direction); Robelli Stefano,

; Visciano Gennaro, from Mr. P. Malabotta (International Propeller Club

) and candidates Eng-cadets: Burello Elia, from Capt. G. Ribaric

received his award from Eng-director D. Marchesan (Fincantieri);

(Director Services Unit, Wartsila Italia); Trevisan Salvatore

(Executive Vice President Italia Marittima).

All these

and men stood out in

their studies and

obtained their degrees

with very good to

excellent marks.

The event was realised

thanks to the support of

several sponsors, among

others

Confindustria Venezia

Giulia, International Pro

peller Club Port of Trieste,

Ocean SpA, SIOT/TAL

Italia SpA, Tripmare SpA

and Wartsila Italia SpA.


students of each course taught in the I.T.S. Nautical High-school established on 1753 in Triest by

Maria Theresa, Empress of Austria (1717-1780), which is one of older Nautical High


“ Adriatic Nautical Academy “, which in the same week had started its activity.


Collegio di Trieste dei Patentati Capitani di LC & DM”. This year, the San Giusto Award appeared

even more special in the light of the simultaneous launch of the Academy, a highly


For the city of Trieste, it means to get back to well-established traditions but, at the


Mario Carobolante, Captain)

CESMA Dep. President Capt. Ribaric to Burello Elia (Eng. Cadet)

EDITION

“2015 San Giusto Award” was held in

owner Company, former Lloyd

standing tradition that saw the


Macchina” awarding the San Giusto plaques to the best graduates of I.T.S. Nautical

year 2014/2015.

received her award from Tripmare/Ocean Managing Director,

from Triest Passengers Terminal; Piras

from Capt.Frigate(CP) A. Cuocci (Triest Coast Guard Maritime Direction); Robelli Stefano,

(International Propeller Club

Capt. G. Ribaric CESMA Dep.

director D. Marchesan (Fincantieri); Puntini

Trevisan Salvatore, awarded

All these young women

and men stood out in

their studies and

obtained their degrees

with very good to

excellent marks.

The event was realised

thanks to the support of

several sponsors, among

others Italia Marittima,

Confindustria Venezia

Giulia, International Pro-

eller Club Port of Trieste,

Ocean SpA, SIOT/TAL

Italia SpA, Tripmare SpA

and Wartsila Italia SpA.


chool established on 1753 in Triest by

1780), which is one of older Nautical High-school of Europe.


“ Adriatic Nautical Academy “, which in the same week had started its activity.


Giusto Award appeared

even more special in the light of the simultaneous launch of the Academy, a highly-specialised


established traditions but, at the


CRIMINALISATION,

The last meeting of the Bulgarian Shipmasters’ Association was rather different

from others and quite emotional. We were able to hug our colleague

Sobadzhiev, after his ordeal in prison in Panama. The meeting started with only one

agenda item. Did we learn anything from the “Maas Trader” case which has been

highlighted several time in th

Captain Sobadzhiev was sent to prison without any

proof of his guilt and without trial. The only reason

were the testimonies of several crewmembers who,

together with the vessel, were released after seven

days. Strange was the fact that

been cancelled by the crewing agency before the

crew members had given their testimonies. The

lawyer representing the crewing agency confirmed

that Captain Sobadzhiev would be released on the

following day after questioning. However the

lawyer never came back and the captain remained

in prison in Panama for more than four ye

third year after his arrest, he was tried and sentenced to 10 years imprisonment.

by CESMA at the crewing agency In Rotterdam, it became obvious that the testimonies by the crew

which we were able to consult, but not to copy

motive for dismissal.

The master should ensure that they ar

Capt. Sobadzhiev revalidating

15

CRIMINALISATION, LESSONS LEARNT?


from others and quite emotional. We were able to hug our colleague

after his ordeal in prison in Panama. The meeting started with only one


highlighted several time in the CESMA NEWS?

Captain Sobadzhiev was sent to prison without any

and without trial. The only reason

were the testimonies of several crewmembers who,

together with the vessel, were released after seven

days. Strange was the fact that his contract had

been cancelled by the crewing agency before the

their testimonies. The

lawyer representing the crewing agency confirmed

that Captain Sobadzhiev would be released on the

following day after questioning. However the

lawyer never came back and the captain remained

in prison in Panama for more than four years. In the

third year after his arrest, he was tried and sentenced to 10 years imprisonment.


which we were able to consult, but not to copy, were contradictory. However they were used as a

In the meantime the shipping company had gone

bankrupt and nobody could be questioned to give

testimony. The shipping documents had disappeared

and Captain Sobadzhiev was left with no legal defence,

no finances and no possibility to prove his innocence.

The good side of the story is that captain Sobadzhiev

survived after being transferred from prison in

to Bulgaria where he was released after a few months

to go back home. The bad side is that unfortunately the

STCW code is imperative. Having not spent at least one

year of the last five years at sea, he had to revalidate his

certificate. This is where his strong character becomes

apparent. At the age of 59 he passed his revalidation

exams without errors.

Captain Sobadzhiev had only one purpose to attend

the meeting of the Bulgarian Shipmasters’

He wanted to share his uncomfortable

colleague captains in order to safeguard them from the

mistakes he made. He advised that all documents

witnessing the inspections in previous ports should be

available on board at all times as prove.

The master should ensure that they are kept in a safe place.

Capt. Sobadzhiev revalidating

Courtroom in Colon (Panama)

LESSONS LEARNT?


from others and quite emotional. We were able to hug our colleague, Captain

after his ordeal in prison in Panama. The meeting started with only one


third year after his arrest, he was tried and sentenced to 10 years imprisonment. After an interview


, were contradictory. However they were used as a

In the meantime the shipping company had gone

bankrupt and nobody could be questioned to give

The shipping documents had disappeared

and Captain Sobadzhiev was left with no legal defence,

no finances and no possibility to prove his innocence.

The good side of the story is that captain Sobadzhiev

survived after being transferred from prison in Panama

to Bulgaria where he was released after a few months

to go back home. The bad side is that unfortunately the

STCW code is imperative. Having not spent at least one

year of the last five years at sea, he had to revalidate his

ere his strong character becomes

apparent. At the age of 59 he passed his revalidation

Captain Sobadzhiev had only one purpose to attend

the meeting of the Bulgarian Shipmasters’ Association.

He wanted to share his uncomfortable experience with

colleague captains in order to safeguard them from the

advised that all documents

witnessing the inspections in previous ports should be

available on board at all times as prove.

Courtroom in Colon (Panama)

In this case Captain Sobadzhiev’s laptop and two mobile phones were confiscated by the police. They

also disappeared from the official list of items which were confiscated. By the end of the first month

after his arrest, the shipping company, the lawyers and the other crewmembers seemed to have

disappeared altogether.

The question remaining is what a shipmaster should d

Should he agree to disembark the ship, leaving all proof of his innocence ready to be manipulated or

to disappear? Or should he insist to stay on board till

Netherlands or his country of origin

officers but according to international maritime law, the ship is sovereign territory and when the ship

is in port, the laws of the flag state are in force on board t

by CESMA, it appeared that the flag state, the Netherlands, were never informed over what

happened on the ”Maas Trader

criminal act or incident on board

by the shipping company who maintained that the flag state was duly informed.

to draw conclusions. The most important point seems to be confident that the crewing a

ship owner which whom we enter into contract

complicated shipping world we should also be very careful to be insured against all possible risks.

Being a member of an national and/or

(Based on article in SEAWAYS of Captain Dimitar Dim

Association, Member of the Nautical Institute and Council Member of CESMA

MOS FORUM PRESENTED IN EU PARLIAMENT

During the meeting on 19th of February at European Parliament,

– Coordinator for Motorways of the Sea (MoS)

invited all Members of the European Parliament (MEPs) to engage and contribute

to the development of MoS,

Implementation Plan that it will be presented on June 2016.

A study is now underway conducting a detailed ana

technical and administrative challenges to help identify development priorities for the future.

Mr. Michael Cramer, Chair of the EP Tran Committee and MEP Ms. Gesine Meissner gave their

16



ng company, the lawyers and the other crewmembers seemed to have

The question remaining is what a shipmaster should do when he becomes involved in such a case.


to disappear? Or should he insist to stay on board till an official of the flag state, in this case the

r his country of origin, come on board? We realise that it is not easy to confront police


is in port, the laws of the flag state are in force on board together with the local laws. After research


Trader” in Panama. This should have been done because there was a

criminal act or incident on board a Netherlands flagged vessel. This negligence is being contradicted

by the shipping company who maintained that the flag state was duly informed.

The most important point seems to be confident that the crewing a

ship owner which whom we enter into contract, is reliable and employs reliable lawyers.


and/or organisation or association could also be advised.

Based on article in SEAWAYS of Captain Dimitar Dimitrov, President of the Bulgarian Shipmasters’

Association, Member of the Nautical Institute and Council Member of CESMA)


During the meeting on 19th of February at European Parliament, Mr. Brian Simpson

Coordinator for Motorways of the Sea (MoS) in which CESMA participates

all Members of the European Parliament (MEPs) to engage and contribute

to the development of MoS, the first outcome of which will be the Detailed

Implementation Plan that it will be presented on June 2016.

A study is now underway conducting a detailed analysis of trade patterns, ports and infrastructure,



support to Mr. Brian Simpson about this

process aiming for a more integrated,

and fully functioning

tally sound trans-European network.

In order to improve the transport

services that are integrated in logistic

chain and cover all type of maritime

freight operation, Motorways of the Sea

will concentrate its

reduction of land transport congestion

to the increase of use of

sustainable modes of transport



ng company, the lawyers and the other crewmembers seemed to have

he becomes involved in such a case.


official of the flag state, in this case the

come on board? We realise that it is not easy to confront police


ogether with the local laws. After research


This should have been done because there was a

is being contradicted

by the shipping company who maintained that the flag state was duly informed. It is not so difficult

The most important point seems to be confident that the crewing agency or the

is reliable and employs reliable lawyers. In this


could also be advised.

trov, President of the Bulgarian Shipmasters’


Mr. Brian Simpson

in which CESMA participates –

all Members of the European Parliament (MEPs) to engage and contribute

the first outcome of which will be the Detailed

lysis of trade patterns, ports and infrastructure,



Brian Simpson about this

process aiming for a more integrated,

and fully functioning and environmen-

European network.

In order to improve the transport

services that are integrated in logistic

chain and cover all type of maritime

Motorways of the Sea

its attention to the

reduction of land transport congestion,

to the increase of use of more

sustainable modes of transport and

to the increase of transport efficiency and effectiveness and; to the improvement of the

accessibility to peripheral regions.

Mr. Brian Simpson identified three key priorities for action (the three MoS Pillars):

Integration of Maritime Transport in the Logistics Chain and Maritime Safety, Traffic Management,

Human Element/Training.

For this reason, three MoS Fora will be organized to examine in depth every pillar and to create a

discussion in order to improve the Motorways of the Sea.

Forum on Environment was launched

The MoS actions for the Environment

The main areas for work are the reduction of emissions, mainly

ship and shore based installations and propulsion systems, logistics and reception facilities in ports,

such as Liquefied Natural Gas (LNG), methanol, de

Measures aiming at counteracting c

sustainability requirements and fostering the deployment of new technologies and systems to

contribute to those sustainable solutions such as the use of shore based electricity and electric

propulsion as well as hydrogenics

SHIPS IN NEED OF ASSISTANCE

(SEEKING A PLACE OF REFUGE

A place of refuge is a place where a ship in need of assistance can take action to

enable it to stabilise its condition and

protect human life and the environment. It may include a port, a place of shelter

near the coast, an inlet, a lee shore, a cove, a fjord or a bay or any part of the coast.

Because of the many variable factors involv

grant access to a place of refuge can only be taken on a case

Against the background of past maritime accidents in European waters, the VTMIS Directive includes

a number of provisions (Articles 20, 20a, 20b, 20c, 20d, and 23d) concerning ships in need of

assistance seeking a place of refuge. The Directive builds on t

and establishes obligations for the different parties involved in such incidents. These aim at

that Member States have effective and independent systems in place, including the required set up,

structure and command, to deal with such situations.

System (SafeSeaNet) is designated in the VTMIS Directive as the appropriate platform for sharing

relevant information. Many times

Member State and will be handled by the same State, under its jurisdiction.

There may however be cases involving neighbouring Member States or Member States in the

vicinity of the incident. In order to facilitate the cooperation, the Directive requires the authority or

authorities to meet regularly to exchange expertise and experiences.

17


accessibility to peripheral regions.

Mr. Brian Simpson identified three key priorities for action (the three MoS Pillars):



improve the Motorways of the Sea. During the EP meeting,

was launched. It was organised in Brussels on 15th of March.

The MoS actions for the Environment:

The main areas for work are the reduction of emissions, mainly Sulphur (SOx).


such as Liquefied Natural Gas (LNG), methanol, de-sulphurised fuels and scrubbers.

Measures aiming at counteracting climate change are also important drivers. Meeting general



on as well as hydrogenics


SEEKING A PLACE OF REFUGE)


enable it to stabilise its condition and reduce the hazards to navigation, and to



Because of the many variable factors involved, and the variety of risks, a decision to

grant access to a place of refuge can only be taken on a case-by-case basis.



assistance seeking a place of refuge. The Directive builds on the IMO-Guidelines

and establishes obligations for the different parties involved in such incidents. These aim at


structure and command, to deal with such situations. The Union Maritime Information and Exchange

is designated in the VTMIS Directive as the appropriate platform for sharing

Many times, situations leading to a request for a place of refuge involve one

Member State and will be handled by the same State, under its jurisdiction.


. In order to facilitate the cooperation, the Directive requires the authority or

authorities to meet regularly to exchange expertise and experiences.


Mr. Brian Simpson identified three key priorities for action (the three MoS Pillars): Environment,



During the EP meeting, the first MoS

in Brussels on 15th of March.

. MoS are supporting


sulphurised fuels and scrubbers.

limate change are also important drivers. Meeting general




)


reduce the hazards to navigation, and to



ed, and the variety of risks, a decision to

case basis.



Guidelines on places of refuge,

and establishes obligations for the different parties involved in such incidents. These aim at ensuring


The Union Maritime Information and Exchange

is designated in the VTMIS Directive as the appropriate platform for sharing

tuations leading to a request for a place of refuge involve one


. In order to facilitate the cooperation, the Directive requires the authority or

An expert group was established in 2013, under the chairmanship of the Commission, comprising all

EU Member States. This group, which meets regularly, decided to develop

[2 MB] to complement nation

State may become involved, or where the incident falls outside the jurisdiction of any Member State.

The EU Operational Guidelines were drafted with a real operational situation for

assistance in mind, in a common effort including EU Member States, and several industry

stakeholders, with the support of the Commission and EMSA. They aim at a robust operational

process, leading to well-advised and, where possible, q

they should contribute to promoting positive attitudes

industry – for the purposes of Places of Refuge, in the interest of the protection of human life,

maritime safety, security and the environment.

the adoption of EU operational guidelines on places of refuge for ships in distress at sea, which were produced by the Cooperation Group on Places of Refuge, bringing together European Commission and industry.

We were represented at 29 Jan` Hoorn 400 years Cape Hoorn

15 Feb Amsterdam EU Short Sea Shipping Conference

16 Feb Toulouse Piracy conference (CLS)

17 Feb Toulouse Piracy conference (CLS)

01 Mar Brussels Conclusion

01 Mar Brussels SAGMAS 41

01 Mar Brussels CESMA Boardmeeting

15 Mar Brussels Motorways of the Seas Conference

22 Mar Cork Preparation CESMA AGA

30 Mar Teddington Final co

On the frontpage: The National Maritime College of Ireland

Newly elected Secretary General of

Mega yachting, a new CESMA membership

”MSC Flamina” burning

18

Therefore, in the aftermath of the

”MSC Flaminia

demonstrated that, despite the provisions laid down in Directive 2009/17/EC amending Directive 2002/59/EC, establishing a Community Vessel Traffic Monitoring and Information System (VTMIS), there was no uniform applicationincident also evidenced the need to enhance cooperation between

Member States when confronted with a ship in need of assistance.

n expert group was established in 2013, under the chairmanship of the Commission, comprising all

group, which meets regularly, decided to develop EU Operational Guidelines

[2 MB] to complement national plans and apply to situations where it is likely that more than one


The EU Operational Guidelines were drafted with a real operational situation for



advised and, where possible, quicker decision making. At the same time,

they should contribute to promoting positive attitudes – within Governments, authorities, and the

for the purposes of Places of Refuge, in the interest of the protection of human life,

ecurity and the environment.Meanwhile European shipowners the adoption of EU operational guidelines on places of refuge for ships in distress at sea, which were produced by the Cooperation Group on Places of Refuge, bringing together European Commission and industry.

CESMA LOGBOOK

(2016 – 1) We were represented at the following occasions:

400 years Cape Hoorn

EU Short Sea Shipping Conference

Piracy conference (CLS)

Piracy conference (CLS)

01 Mar Brussels Conclusion Vasco da Gama project

SAGMAS 41

CESMA Boardmeeting

Brussels Motorways of the Seas Conference

Cork Preparation CESMA AGA

Final conference e-Compliance

The National Maritime College of Ireland, location of CESMA AGA

Newly elected Secretary General of the IMO, Mr. Lim Ki Tak

Mega yachting, a new CESMA membership

”MSC Flamina” burning

Therefore, in the aftermath of the

MSC Flaminia” incident, it was demonstrated that, despite the provisions laid down in Directive 2009/17/EC amending Directive

establishing a Com-munity Vessel Traffic Monitoring and Information System (VTMIS), there was no uniform application. The incident also evidenced the need to enhance cooperation between

Member States when confronted with a ship in need of assistance.

n expert group was established in 2013, under the chairmanship of the Commission, comprising all

EU Operational Guidelines

al plans and apply to situations where it is likely that more than one


The EU Operational Guidelines were drafted with a real operational situation for a vessel in need of



uicker decision making. At the same time,

within Governments, authorities, and the

for the purposes of Places of Refuge, in the interest of the protection of human life,

European shipowners ( in ECSA) endorsed the adoption of EU operational guidelines on places of refuge for ships in distress at sea, which were produced by the Cooperation Group on Places of Refuge, bringing together Member States, the

the following occasions:

, location of CESMA AGA

Lim Ki Tak

Confederation of European Shipmasters‘ Associations

and the Irish Institute of Master Mariners

CESMA 21rst ANNUAL GENERAL ASSEMBLY

Friday 13

at the National Maritime College of Ireland

(Councilmeeting on 12th May 2016)

(at the

The Assembly will be preceded by a

Dr. Paul Liston: The Seahorse Project

Capt. Ulf S

Mr. Michael Kingston: The Polar Code

Capt. Robert McCabe: the Nautical Institute on e

19


Irish Institute of Master Mariners

invite you for the


Friday 13th

May 2016

National Maritime College of Ireland Ringaskiddy, Ireland

(Councilmeeting on 12th May 2016)

(at the Port of Cork Boardroom)

The Assembly will be preceded by a seminar

maritime subjects:

Dr. Paul Liston: The Seahorse Project

Capt. Ulf Svedberg: The Mona Lisa Project (EU)

Mr. Michael Kingston: The Polar Code

Capt. Robert McCabe: the Nautical Institute on e-navigation


Irish Institute of Master Mariners


National Maritime College of Ireland

on various

edberg: The Mona Lisa Project (EU)

navigation

• According to a well known shipping consultancy, mega containerships are no longer

delivering economic advantages to ports, terminal operators and shipping lines. As more

mega ships enter service, the industry is rapidly appr

shipping lines have engaged in an ”arms race” with vessel sizes increasing to drive down unit

costs and improve profitability. The savings are increasingly outweighed by higher port and

landside costs. Larger vessels p

to cater for deeper draughts and on terminals which need to upgrade equipment, yard

facilities and manning levels to effectively handle increased peak cargo volumes.

• On 4th

March Captain Nino Dunat has been elected President of the Croatian Shipmasters’

Association ZHUPK. For the past 8 years all eight captains’ associations/members of ZHUPK

were for one year in presidency. Captain Dunat has started a new turn. Captain Slob

Vrdoljak remains General Secretary.

• Weathernews and Maersk entered into a three year partnership, covering weather routing

services, port forecasts and other weather driven risk communication services for safety and

bunker saving purposes. Operating f

provide continuous monitoring and communication year

vessels with the Optimum Ship Routing service. We should however not forget that the

activities of Weathernews are

from the real circumstances and that the final responsibility lies with the master.

• A Belgian court has sentenced former Somalian pirate kingpin for 20 years in prison over the

2009 hijacking of a Belgian vessel off the coast of Somalia. Mohamed Abdi Hassan is also

known as Afwayne.

• Rolls-Royce has unveiled its vision of the land

control unmanned ships of the future. A crew of 7 to 14 people monitor a

operation of a fleet of vessels around the world. The crew uses interactive smart screens,

voice recognition systems, holograms and surveillance drones to monitor what is happening

both on board and around the ship. Rolls

unmanned shipping. Dutch Shipmasters Association NVKK will devote a seminar on the

subject in October of this year. A number of prominent speakers are invited. Among them,

Belgian professor Eric van Hooijdonk who will highlight lega

• CESMA has been invited to join the Advisory Board of the EU initiated project SAFEPEC which

aims at simplifying ship’s inspection by the various authorities in order to make the system

more efficient. The project is leaded by the

• Ship owners will need to act now to ensure they comply with new fire

into force on 1rst January 2016 for all new buildings. New amendments to the SOLAS

convention, which are now in force,

on ships designed to carry containers on or above the weather deck and built on or after 1rst

January 2016. This rules have been initiated after several cases of serious fires on board

container ships during the last years.

• The Confidential Hazardous Incident Reporting System (CHIRP) was presented to CESMA

during our 20th

Annual General Assembly in Viareggio last year by its director, captain John

Rose. It works to retain information regarding inci

this knowledge to assist others to learn from these experiences. As is generally known, there

is a huge underreporting in this field. CHIRP is trying to do something about that to ensure

strict confidentiality. The

production of new “video maritime feedback bulletins” which are due to be released on a

quarterly basis and available to download for use on a PC or tablet, DVD or USB drive.

20

FROM THE EDITOR

According to a well known shipping consultancy, mega containerships are no longer


mega ships enter service, the industry is rapidly approaching a critical stage. Since 2009,



landside costs. Larger vessels place greater demands on ports where entrance channels have





were for one year in presidency. Captain Dunat has started a new turn. Captain Slob

Vrdoljak remains General Secretary.

Weathernews and Maersk entered into a three year partnership, covering weather routing


bunker saving purposes. Operating from five global operations centres, Weathernews will

provide continuous monitoring and communication year-round twenty-four a day for Maersk


activities of Weathernews are based on weather forecasts which in many cases are different


A Belgian court has sentenced former Somalian pirate kingpin for 20 years in prison over the

a Belgian vessel off the coast of Somalia. Mohamed Abdi Hassan is also

Royce has unveiled its vision of the land-based control centres to remotely monitor and

control unmanned ships of the future. A crew of 7 to 14 people monitor a



both on board and around the ship. Rolls-Royce has taken a front role in developing



Belgian professor Eric van Hooijdonk who will highlight legal aspects of the concept.

CESMA has been invited to join the Advisory Board of the EU initiated project SAFEPEC which


more efficient. The project is leaded by the World Maritime University in Malmoe, Sweden.

Ship owners will need to act now to ensure they comply with new fire-fighting rules brought


convention, which are now in force, have laid down extensive ground rules for fire



during the last years.

The Confidential Hazardous Incident Reporting System (CHIRP) was presented to CESMA


Rose. It works to retain information regarding incidents or near-misses and then distributes



strict confidentiality. Their latest initiative, sponsored by The Standard Club, is the



According to a well known shipping consultancy, mega containerships are no longer


oaching a critical stage. Since 2009,



lace greater demands on ports where entrance channels have





were for one year in presidency. Captain Dunat has started a new turn. Captain Slobodan

Weathernews and Maersk entered into a three year partnership, covering weather routing


rom five global operations centres, Weathernews will

four a day for Maersk


based on weather forecasts which in many cases are different


A Belgian court has sentenced former Somalian pirate kingpin for 20 years in prison over the

a Belgian vessel off the coast of Somalia. Mohamed Abdi Hassan is also

based control centres to remotely monitor and

control unmanned ships of the future. A crew of 7 to 14 people monitor and control the



ront role in developing



l aspects of the concept.

CESMA has been invited to join the Advisory Board of the EU initiated project SAFEPEC which


World Maritime University in Malmoe, Sweden.

fighting rules brought


have laid down extensive ground rules for fire-fighting



The Confidential Hazardous Incident Reporting System (CHIRP) was presented to CESMA


misses and then distributes



ir latest initiative, sponsored by The Standard Club, is the



AIMS OF

• TO WORLDWIDE PROTECT THE PROFESSIONAL INTERESTS AND STATUS OF

EUROPEAN SEAGOING SHIPMASTERS.

• TO PROMOTE MARITIME SAFETY AND PROTECT THE MARINE ENVIRONMENT.

• TO PROMOTE ESTABLISHMENT OF EFFECTIVE RULES WHICH PROVIDE HIGH

PROFESSIONAL MARITIME STANDARDS AND PROPER MANNING SCALES FOR

VESSELS UNDER AN EUROPEAN NATION FLAG.

• TO INFORM THE PUBLIC IN THE EU ABOUT PROBLEMS IN THE EUROPEAN

MARITIME INDUSTRY AND THOSE CONCERNING SHIPMASTERS IN PARTICULAR.

• TO CO-OPERATE WITH OTHER INTERNATIONAL MARITIME ORGANISATIONS.

• TO RETAIN AND DEVELOP THE HIGHEST MARITIME KNOWLEDGE AND

EXPERIENCE IN EUROPE

• TO BE INVOLVED IN RESEARCH CONCERNING MARITIME MATTERS IF

APPLICABLE IN CO-OPERATION WITH OTHER EUROPEAN INSTITUTIONS AND/OR

ORGANISATIONS.

• TO ASSIST MEMBER SHIPMASTERS WHO ENCOUNTER DIFFICULTIES IN PORTS

WITHIN THE REACH OF NATIONS REPRESENTED BY CESMA MEMBE

ASSOCIATIONS

• TO PROMOTE THE SEAFARING PROFESSION IN EU MEMBER STATES

ANNUAL SUBSCRIPTION:

LIST OF CESMA MEMBERS

MEMBER REPR CAPT. W.VON PRESSENTIN

VDKS PALMAILLE 29 FAX:0049 40 3892114

GERMANY 22767 HAMBURG

MEMBER REPR CAPT. B. DERENNES

AFCAN RUE DE BASSAM

France 29200 BREST

MEMBER REPR CAPT. F. VANOOSTEN

ACOMM/AENSM 201 RUE RENE CA

France 59240 DUNKERQUE

MEMBER REPR CAPT. L.J.H. GEENEVASEN

NVKK WASSENAARSEWEG 2

NETHERLANDS 2596 CH THE HAGUE

21

OF THE ORGANISATION (abridged)

TO WORLDWIDE PROTECT THE PROFESSIONAL INTERESTS AND STATUS OF

SHIPMASTERS.

TO PROMOTE MARITIME SAFETY AND PROTECT THE MARINE ENVIRONMENT.

TO PROMOTE ESTABLISHMENT OF EFFECTIVE RULES WHICH PROVIDE HIGH


VESSELS UNDER AN EUROPEAN NATION FLAG.

BLIC IN THE EU ABOUT PROBLEMS IN THE EUROPEAN


OPERATE WITH OTHER INTERNATIONAL MARITIME ORGANISATIONS.

TO RETAIN AND DEVELOP THE HIGHEST MARITIME KNOWLEDGE AND

EXPERIENCE IN EUROPE

BE INVOLVED IN RESEARCH CONCERNING MARITIME MATTERS IF

OPERATION WITH OTHER EUROPEAN INSTITUTIONS AND/OR

TO ASSIST MEMBER SHIPMASTERS WHO ENCOUNTER DIFFICULTIES IN PORTS

WITHIN THE REACH OF NATIONS REPRESENTED BY CESMA MEMBE

TO PROMOTE THE SEAFARING PROFESSION IN EU MEMBER STATES

EURO 16,- (EXCL EURO 5,- ENTR. FEE) PER

SEAGOING MASTER (WITH A MINIMUM OF 25)

EURO 8,- PER SEAGOING MASTER

FOR ASSOCIATED MEMBER ASSOC.

MEMBERS AND REPRESENTATIVES

CAPT. W.VON PRESSENTIN TEL: 0049 40 384981

PALMAILLE 29 FAX:0049 40 3892114

E-MAIL: [email protected]

CAPT. B. DERENNES TEL: 0033 2 98463760

FAX: 0033 2 98468361


CAPT. F. VANOOSTEN E-MAIL:[email protected]

ACOMM/AENSM 201 RUE RENE CASTELIN

59240 DUNKERQUE

CAPT. L.J.H. GEENEVASEN TEL: 0031 512 510528

WASSENAARSEWEG 2

2596 CH THE HAGUE E-MAIL: [email protected]

(abridged)

TO WORLDWIDE PROTECT THE PROFESSIONAL INTERESTS AND STATUS OF

TO PROMOTE MARITIME SAFETY AND PROTECT THE MARINE ENVIRONMENT.

TO PROMOTE ESTABLISHMENT OF EFFECTIVE RULES WHICH PROVIDE HIGH


BLIC IN THE EU ABOUT PROBLEMS IN THE EUROPEAN


OPERATE WITH OTHER INTERNATIONAL MARITIME ORGANISATIONS.

TO RETAIN AND DEVELOP THE HIGHEST MARITIME KNOWLEDGE AND

BE INVOLVED IN RESEARCH CONCERNING MARITIME MATTERS IF

OPERATION WITH OTHER EUROPEAN INSTITUTIONS AND/OR

TO ASSIST MEMBER SHIPMASTERS WHO ENCOUNTER DIFFICULTIES IN PORTS

WITHIN THE REACH OF NATIONS REPRESENTED BY CESMA MEMBER

TO PROMOTE THE SEAFARING PROFESSION IN EU MEMBER STATES

FEE) PER

SEAGOING MASTER (WITH A MINIMUM OF 25)

PER SEAGOING MASTER

FOR ASSOCIATED MEMBER ASSOC. ( “” “”)

REPRESENTATIVES

MAIL:[email protected]

MEMBER REPR CAPT. M. CAROBOLANTE

CTPC VIA MAZZINI 30

ITALY 34121 TRIESTE

MEMBER REPR CAPT. G. LETTICH

CNPC VICO DELL’ AGNELL

ITALY 16124 GENOA

MEMBER REPR CAPT. C. TOMEI

USCLAC VIA XX SETTEMBRE 21/10

ITALY 16121 GENOA

MEMBER REPR CAPT. D. SAVINO TEL: 0039 3483365010

IYM MOLO CENTRALE BANCHINA PORTO

ITALY 17025 LOANO (SV) E

MEMBER REPR CAPT. M. BADELL SERRA

ACCMM CARRER ESCAR, 6

SPAIN 08039 BARCELONA

MEMBER REPR CAPT.B. BAERT

KBZ ITALIELEI 72

BELGIUM ANTWERP

MEMBER REPR CAPT. B. KAVANAGH

IIMM NATIONAL MARITIME COLLEGE

IRELAND RINGASKIDDY / CORK

MEMBER REPR CAPT. G. RIBARIC

ZPU OBALA 55

SLOVENIA S1 – 6320 PORTOROZ

MEMBER REPR CAPT. D. DIMITROV

BSMA 17 PANAGYURISHTE STREET

BULGARIA 9000 VARNA [email protected]

MEMBER REPR CAPT. J. SPRIDZANS

LKKA TRIJADIBAS STREET 5

LATVIA RIGA, LV-10 48

MEMBER REPR CAPT. I. KUCICH

UKPTM TRG PAPE ALEKSANDRA III,3

CROATIA 23000 ZADAR - HRVATSKA

MEMBER REPR CAPT. J. MILUTIN

UPKCG PELUZICA b.b

MONTENEGRO 85330 KOTOR

MEMBER REPR CAPT. J.LIEPUONIUS E

LCC AGLUNOS g.5 TEL

LITHUANIA KLAIPEDA/ LT- 93235

MEMBER REPR CAPT. J. TEIXEIRA E

SINCOMAR CAIA DE ROCHA TEL: +351 213918180

PORTUGAL CONDE D OBIDA

ARMAZEM 113

1350 352 LISBON

22

. M. CAROBOLANTE TEL: 0039 040 362364

FAX: 0039 040 362364

E-MAIL: collegio69@collegioditrieste

TEL: 0039 010 2472746

VICO DELL’ AGNELLO 2/28 FAX: 0039 010 2472630


TEL: 0039 010 5761424

VIA XX SETTEMBRE 21/10 FAX: 0039 010 5535129


CAPT. D. SAVINO TEL: 0039 3483365010

MOLO CENTRALE BANCHINA PORTO

17025 LOANO (SV) E-MAIL:[email protected]

CAPT. M. BADELL SERRA TEL:/FAX 0034 93 2214189

CARRER ESCAR, 6-8 MOB.: 0034 680321138

08039 BARCELONA E-MAIL: [email protected]

TEL 0032 3 6459097

E-MAIL:[email protected]

CAPT. B. KAVANAGH TEL: +353 214970637

NATIONAL MARITIME COLLEGE

RINGASKIDDY / CORK E-MAIL:[email protected]

TEL(GSM): +386 31 375 823

6320 PORTOROZ E-MAIL: [email protected]

CAPT. D. DIMITROV TEL : +359 52 683395

17 PANAGYURISHTE STREET E-MAIL : [email protected]

9000 VARNA [email protected]

[email protected]

CAPT. J. SPRIDZANS TEL: +371 67099400

TRIJADIBAS STREET 5 FAX: + 371 67323100

E-MAIL: [email protected].


TRG PAPE ALEKSANDRA III,3

HRVATSKA

E-MAIL : [email protected]

TEL : +382 32 304 672

FAX :+382 325 107

MEMBER REPR CAPT. J.LIEPUONIUS E-MAIL : [email protected]

LCC AGLUNOS g.5 TEL : mobile +37069875704

93235

MEMBER REPR CAPT. J. TEIXEIRA E-MAIL :[email protected]

SINCOMAR CAIA DE ROCHA TEL: +351 213918180

collegioditrieste.191.it


[email protected]


com.hr

: [email protected]

[email protected]

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