Seaways-November 2020 PDF

Seaways
November 2020 www.nautinst.org
The International Journal of The Nautical Institute

Jamming and spoofing Remote pilotage Learning the hard way Tied down
Recognise it; More than a stopgap Mastering the Containers in heavy
manage it p08 solution? p13 Charterparty p15 weather p21
Learning
the ropes
Sharing stories, inspiring
mentoring p06
DIVERSITY AND INCLUSION PLEDGE
The Nautical Institute, as the global body for

maritime professionals, pledges its commitment
to encourage, support and celebrate a diverse
and inclusive maritime industry, including gender,
race, ethnicity and age. Furthermore, The Nautical
Institutes pledges to embrace equal opportunities
and visibility in all activities of the Institute.
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Order from: pubs.admin@nautinst.org by the end of November

Contents November 2020
Comment & Opinion 15 The Master and the Reporting back

Charterparty
03 Focus Learning the hard way 30 Nautelex
Chief Executive John Lloyd FNI News affecting the maritime professional
21 Container safety in heavy
Features weather Members & Branches
Case studies and lessons learned
04 Captain’s column 31 Branch activities
Boots on deck or remote monitoring? 25 Modern weather forecasting Reports on branch activity and events
Make the most of the new – but don’t
06 Learning the ropes 33 Meet the VPs
forget the obvious
A new project to start the conversation 34 Letters
on mentoring 26 Arctic shipping
Are companies really ready?
35 Out and about
08 Jamming and spoofing 36 New members
Recognising and managing the risks 28 A modern training ship
Meeting changing needs
Obituaries
10 Cyber security
Time to make a plan MARS
13 Remote pilotage 17 MARS reports
Short term stopgap or long-term Grounding at anchorage; in the danger
solution zone; scraping the side; confusion over
channels; pressure from terminal; visitor
over the side; lifeboat drill trip
Seaways
The International Journal of The Nautical Institute
Editor: Lucy Budd
E-mail: editor@nautinst.org
Advertising manager:
John Payten
Vice Presidents:
Captain Trevor Bailey FNI
Captain G H Livingstone FNI
Captain D A P McKelvie FNI
DP Certification & Training email:
DP@nautinst.org
Seaways is posted to all Institute

The Nautical Institute E-mail: jpayten@jpmediaservices.com Captain A Le Goubin FNI
Captain Steve Pelecanos FNI members. The subscription rate to
202 Lambeth Road Tel: + 44 (0) 1737 852135 others is £115.
London SE1 7LQ Mr W Vervloesem FNI
Captain Nish Wijaykulathilaka FNI The Nautical Institute is a company
Tel:+44 (0)20 7928 1351 Captain Peter Martin AFNI
Fax:+44 (0)20 7401 2817 The Nautical Institute Chief Executive: limited by guarantee No. 2570030 and
John Lloyd FNI Captain Mike Meade FNI a registered charity in the UK
Website: www.nautinst.org Email: John.Lloyd@nautinst.org Treasurer: Captain D Telfer FNI No 1004265.
The Nautical Institute President: Publications sales: pubs@nautinst.org Printed in the UK by
ISSN 01 44 1019
Jillian Carson-Jackson FNI Membership enquiries:
© 2020 The Nautical Institute Stephens & George, Merthyr Tydfil
member@nautinst.org
Captain John Lloyd FNI Chief Executive
Focus
Raising visibility worldwide
I
n many respects October has been quite an unusual Also in the media in October was the delightful news
month for The Nautical Institute, especially with that our Immediate Past President, Nick Nash FNI, has
respect to our engagements with the community. been honoured with appointment as Commodore of his
Early in the month we enjoyed presenting a cruise fleet. As the senior Master in the group this is a
Certificate of Appreciation to Secretary-General Mr recognition of his outstanding professional capabilities
Kitack Lim of the International Maritime Organisation. and commitment. I have no doubt that his highly visible
This certificate recognised the efforts he and colleagues position and accomplished performance as President
at the IMO had made in trying to align the international of the NI will have been an important factor in his
community with solutions for the repatriation of our selection. Well done Commodore Nash!
seafarers. Escalating the matter to the most senior levels
of The United Nations has helped keep this critical
Keeping in touch
Our focus on continuing professional development
matter in the forefront of our minds. Increasing public
received another boost in October with the launch
Supporting our awareness is key to finding solutions and encouraging
of a series of short videos explaining, promoting and
our politicians and decision-makers to address this
colleagues has critical matter.
supporting mentoring at sea. The videos have been
professionally prepared and deliver key messages in
The certificate presentation was the final one in the
never been more current series led by Captain Vinod Naveen AFNI and
bite-sized sessions of five to six minutes each which
will be released on a fortnightly basis over the next two
important than we congratulate him for his efforts in this regard. He
months. I encourage you all to take a look and see how
has helped raise awareness of the work of The Nautical
it is now. Taking Institute and said an important ‘thank you’ to several
you can engage with this key aspect of professional
support to your shipmates and fellow seafarers. Find the
a closer interest organisations through the process.
first video at youtu.be/uBzOOlDH6ak
in a colleague Connecting online Supporting our colleagues has never been more
In the slightly surreal world of online conferences I important than it is now. Taking a closer interest in
may help them had the pleasure of delivering a paper ‘in Hobart’ at a colleague may help them enormously at this very
the International Harbour Masters’ Congress. It was difficult time, both professionally and personally.
enormously at this wonderful to see The Nautical Institute represented in a Staying in touch is of course very important – and so
very difficult time session on how digitalisation is impacting on pilotage, keeping your contact details current is imperative. Every
month we have several copies of Seaways returned to
and then in sessions on the ABP Academy in the UK,
followed by a meeting on women in the maritime our office as the member is ‘no longer known at this
sector in an excellent discussion addressing key issues address’. As many, if not most, events take place online
of equal opportunity. Our President, Jillian Carson- at the moment, email is particularly important – but
Jackson FNI made a major contribution to the event and a recent survey from one branch showed that 30% of
I thank all of our members who were active participants. members’ details were out of date as they had changed
During the same week I was pleased to deliver a job or retired, but never updated their work email
presentation to the Sociedad Latinoamericana de address on our system. Please help us to help you by
Operadores de Terminales Marítimos Petroleros y making sure your details are checked and valid.
Monoboyas – SLOM. My discussion focused on the Finally, I want to once again say a huge thank
importance of providing safe access to ships, whether you to all of our members and other mariners for
alongside or in the port approaches and anchorages. their commitment and sacrifice in their work during
The second chapter of the presentation addressed the pandemic. We know you are faced with huge
key aspects of a fair investigation into accidents and challenges. The uncertainty surrounding opportunities
incidents. I was pleased to answer the questions and for repatriation is confronting and our support and
look forward to further interactions across South thoughts are with you.
America.
p21 p26 p28 p30
Read Seaways online at www.nautinst.org/seaways November 2020 | Seaways | 3

Captain Moni Rauca AFNI
Captain’s column
Boots on deck vs remote inspection
W
e are all too often blindfolded by one single headline news a ship can be made to look very good in pictures and how efficiently a
item that covers up other bad news. So it goes with the Master can ‘sell’ the sense of a tight and well maintained ship by virtual
effects of the pandemic on maritime activities. Besides means – only to have a serious PSC inspection find several deficiencies
affecting our lives and behaviour, it has a great impact on just three weeks later.
shipping activities as well – with a potentially highly negative effect on Feedback from most of my auditor and consultant colleagues is
safety on board. pretty much the same. IT technology has its advantages; so do remote
We hear on a daily basis how many crew are stuck on board beyond inspections. No need to take 82 flights per year like I did back in 2019,
their over-extended contractual terms, and on the other hand, how many waiting in airports with no agent in sight, or deal with angry crew who
crew have been relieved since March this year. Every single big name in are just waiting for some kind of company representative to complain
shipping is struggling with this, and so intense is the focus on this area about workload /wages / PPE shore leave / Internet access. However, a
that rather than post targets / mission / values for 2020 online, perhaps company which is really and honestly striving for the goals set out on its
each of them will end up posting only a single metric: ‘Percentage of crew Internet welcome page really does need ‘boots on deck’ in order to get
relieved from March 2020 to end of the year.’ But vital as this is, it is far an objective picture of safety, security and legal compliance. You cannot
from the only metric that matters. improve or work towards any objective if you are not aware of where you
Since travel restrictions became usual in most sea ports back in March are starting from.
2020, it has become quite clear that most ship owners will try to find ways
Boots on the ground – spotting habits
to wriggle round both the ISM code and their own requirements and
I remember well the situation when, due to a sudden change of
those of their clients in regard to ship inspections, be they internal audits
schedule, my time for a ship visit was reduced to just 12-18 hours on
(ISM code and flag requirements), navigational assessments, technical or
board. My first goal was to carry out a deck and engine round and to
safety inspections, onboard training.
have a talk with the ratings, observing them during their daily activities.
In the first instance, they introduced the usual, and familiar, three
Ship’s certificates and paperwork in general could wait, or could be sent
month extension period for existing surveys. The DPAs were quite
later on by email. The seafarer’s job is pretty much affected by one big
relaxed about this, as the virus would of course be gone by summer time
danger factor. This is not commercial pressure (senior officers are trained
when high temperatures are common. Then, when it seemed that this
to a great extent in regards of behaviour, human element, psychology,
would not, in fact, be the case, they needed to appeal again to flag for
etc). It is not the weather (we have so many computers nowadays telling
extensions and letters of dispensation. us which route to choose in order to save 0.1% of the fuel). It is not
The shift to remote inspection even workload (in this case, at least, all the work and rest hour sheets
Suddenly more and more companies were offering a wide range of are looking green). It is habit, doing the same job over and over again
IT solutions for remote audits – fancy helmets with SIM cards and 5G regardless of the circumstances. It is when all 20 crew pass the same
connections, support for motion cameras, tablets, smartphones and broken fire hydrant three times a day, every day – and are quite surprised
so on. Some managers have mentioned investing as much as one year when one external inspector points it out. You cannot recognise and
of the ship inspection budget in IT technology. Those costs will need combat bad habits like this with a remote survey.
to be recovered over a period of several years. That means that remote To end on a positive note, there are a handful of companies which are
inspections and audits will continue to exist for a long time, even after maintaining their on board inspection regimes, despite the difficulties
the pandemic is over. and the extra travel expenses which must be driving up the QHSE budget
Everyone rapidly realised that the remote inspection option was for 2020 considerably. I can only imagine the endless discussions trying
an opportunity to cut some costs, even with the extra expenditure on to justify them, particularly for those who are purely shipmanagers, rather
technology (an average three day onboard internal audit in Europe than manager/owners. Whatever the future looks like, we must not forget
means an expense of about 2,500 Euro for a shipmanager). Suddenly, the initial scope of any auditor, inspector or trainer sent on board:
O Assess the condition in an objective manner;
the safety of the crew would be severely affected if an internal auditor
O Report it back to the company;
or superintendent entered the ship’s bubble. Strangely, nobody took
O Offer solutions to identified shortcomings;
into consideration the number of other external persons (pilots, agents,
O Assist with implementation of such counter measures.
planners, stevedores, port state control inspectors) who enter this bubble
Nothing more, nothing less.
on a regular basis. These people have to be on board for ship operations
as otherwise the owners will not get any income – but the safety and
training of the crew can wait, it seems.
Technology – the good and the bad

We all know how easily people can adapt to any situation in a blink of the
eye. I was involved in one such remote audit. Despite all the expected
shortcomings, I could clearly see the benefits of the new technology
suddenly introduced on board, which otherwise would have been
considered much too expensive. On the other hand, I could also see how
4 | Seaways | November 2020 Read Seaways online at www.nautinst.org/seaways

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tin
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Feature: Learning the ropes
Learning the ropes

Harnessing the power of story to make mentoring count for a new generation
She also underlined the importance of mentoring as promoting

Monika Naranjo-Shepherd a sense of belonging: ‘My experience has been that ships can be
Director, Luma wonderful places – or really isolating and lonely for crew who are there
André LeGoubin FNI for months and months. It’s not only about professional knowledge, but
Senior Vice President, The Nautical Institute about creating an atmosphere where everybody feels seen, everybody
feels respected, and everybody feels happier.’ This is not just about
David Patraiko FNI making people feel better; it is also about improving efficiency and
safety, David Patraiko said. ‘Respect and dignity mean all the difference
O
ver 400 people attended the online launch of The Nautical between being engaged as a professional and feeling an outsider. One
Institute’s new series of mentoring videos, starring our of the reasons we are so focused on mentoring is shipboard operations
own members and others from around the world, and are complex, on deck, in the engine rooms, even in the galleys, and
produced with the generous help of the TK Foundation. the classroom does not prepare you to do good, safe and commercially
‘As an Institute, we believe being professionals helps you make better valuable operations. That has to be learnt on board.’
decisions – in terms of safety, operationally, commercially, even in
terms of career development. I don’t think I need to explain how Seize the moment
mentoring helps you make better decisions,’ said David Patraiko FNI, Senior Vice President André LeGoubin, speaking from on board
opening the seminar. However, perhaps we do need to explain how ship, said that the key thing is to take advantage of the opportunity for
much difference mentoring can make, and how easy it is to do, in a mentoring as it happens. ‘I was talking to a Master recently, describing
world where time pressures can often make it appear difficult to fit in. what we were doing as we were manoeuvring a VLCC and a suezmax
The Learning The Ropes Series consists of a series of videos, together, and he said ‘Please go on, I’m listening and learning’. I wasn’t
hosted on The Nautical Institute’s Youtube channel at youtu.be/ trying to teach him; we were just chatting, and he’s gaining experiential
uBzOOlDH6ak: knowledge. It’s nothing more than standing there having a chat.’
O Nutshell – what is mentoring? This informal structure means that most people don’t even realise
O Time – this is often seen as an obstacle to mentoring. But is it really?
that they’re mentoring, David said. ‘For those who think they’re too
O Safety – Can we really make safer ships through mentoring?
busy, I hope we can encourage you to give it a try – let us know how it
O Language – another barrier to be overcome?
went.’
O Reflection – How do you turn experience into knowledge, and how Asking for support
can we facilitate it? In a lively question and answer session, one particularly important
One of these will be released every two weeks from 15 October question was ‘How can I seek out mentoring, or encourage others
onwards – and, even more importantly, we hope that each one will to mentor me?’ André advised simply asking – explain what it is that
generate discussion and sharing on social media, spreading the you are looking for, and where you need help. ‘Need is a huge word,
conversation worldwide. and you can use it, just carefully. ‘I need to understand this, I made a
‘I am completely convinced of the value that mentoring has, not only mistake’. Sometimes, very rarely, there will be a barrier that can’t be
on board ship but anywhere,’ said Monika Naranjo-Shepherd, founder overcome, he added – in that case, look to the next ship. There will be
and director of Luma, which has produced the video. ‘I had great ideas another one. On the other hand, ‘sometimes you just have to show an
about filming a documentary to encourage people to mentor more interest and you will get a flood of information’. And it is important to
– but then 2020 happened, and the challenge became completely note that mentoring can go both ways, particularly with the advent of
different.’ Instead she focused on creating engaging stories, using modern technology, ‘I take great delight in asking the second or third
only the resources available online. ‘First the NI sent out a message mate ‘Can you show me how to do this?’ André said. ‘Believe me, I can
to members simply inviting them to participate. The most difficult screw up a strange ECDIS in one go, so I don’t do that any more, I get
step was narrowing this list down, because there was such breadth of someone else to show me how do it.’
knowledge and passion. So we decided to interview everybody.’ All the If seeking mentoring, though, it is important to choose your
responses will form part of a social media campaign, though not all moment, David said. ‘The middle of a manoeuvre is probably not
are included in the video. It was also important that those videos were the best time to ask about hydrodynamics, but maybe make a note,
more than just talking heads. ‘I really wanted first person stories about and when you have the opportunity later, ask ‘can you explain to me
how the experiences people went through affected how they felt about why you did this’. Some of my best mentoring has come from pilots
mentoring, and how they would like the experience to be for those who being on board’. Also, it helps to be prepared, perhaps using the NI’s
are at sea now. We decided to illustrate this with animated videos to manoeuvring logbook or something similar to keep a record and know
make it more visually impactful.’ Interviewees took part from around what you need to look at. ‘It makes a big difference if you can point
the world – some from home, some from on board ship. You can find out ‘I’ve not got much of experience in anchoring, if there’s ever an
out more about them opposite. opportunity please can you give me a chance to watch it done…’

Feature: Learning the ropes
Creating a legacy The snowball effect

‘We are who we leave behind. We’re only here for a very short time, These videos are just the start of what The Nautical Institute hopes will
and it’s up to us to train those who are coming after us. A culture be a major movement – so that people move beyond simply engaging
of mentoring is exactly what the merchant navy needs. We are in mentoring to inspiring other people to do. Watch the videos, join the
remembered for what we did as mentors,’ André said. ‘Just because conversation, and give it a go. And let us know about it so that we can
there is no formal reward, does not mean that there is no reward at all. inspire others!
Mentoring stories
Meet the mentors – our videos feature keen mentors from around the world, and working at many levels within the industry – proof that
mentoring, and being a mentee, is possible at every stage of your career. Each of them has found that mentoring has made a profound
difference to their lives and careers, and that of those around them:
Captain Gus Andersson AFNI was born and Capt Jill Kernick AFNI began 17 years at sea
raised on the west coast of Sweden where as a cadet with Ocean Fleets, and was the first
shipping is a prevailing tradition. He went to sea female officer to be employed by Trinity House.
in 1989 and has since sailed in many trades. In A career highlight was working as Master of a
2001 he joined the cruise industry with Royal ferry while juggling family life, but helping a
Caribbean International, becoming a Captain new generation of cadets and junior officers to
in 2011. He later oversaw the final construction develop their careers at sea has been the most
of the Harmony of the Seas – then the largest cruise rewarding aspect of my maritime career. She
ship ever built – as the start-up Captain. has been lecturing for 15 years.
Kruskayta Arellano Ayol joined the Ecuador Capt André LeGoubin FNI is Senior Vice
Merchant Marine Academy in 2009, and President of The Nautical Institute. He is
completed a second degree in Shipping and currently working as a Mooring Master, having
Port Management in 2015. Over the years, she gone back to sea after several years ashore,
has sailed on dredgers, tankers, and general including work as an accident investigator.
cargo vessels operating between Guayaquil and He is a passionate believer in the power of
the Galapagos Islands. She is currently sailing mentoring and the author of The Nautical
with Celebrity Cruises as a Second Officer and Institute publication ‘Mentoring: the 10 minute
working towards her Chief Mate (UnLimited) challenge’.
license.
Niel Borja MNI has always believed that there Capt Arun Sankar MNI is currently working
is more to life than the land and was fascinated at Carnival Maritime, a subsidiary of Carnival
about how ships work. This curiosity led him to Corporation, as Director Marine Affairs. He
study at the Maritime Academy of Asia and the spent 15 years at sea, from the rank of cadet
Pacific in the Philippines and then onto a career to Master. Since coming ashore 10 years ago,
at sea. He is currently serving as a Second Officer. Arun has worked for shipping companies and
classification societies in various senior roles
involved in compliance, including working as
an IACS classification surveyor and auditor.
Gordon Foot AFNI is an offshore client Capt Albert Schoonderbeek MNI went to sea
representative with a career spanning 38 years in 1979 and joined Holland America in 1981.
across UK nuclear submarines and global He was promoted to full command in 2000
offshore critical infrastructure projects related and sailed as regular captain until 2014, when
to maritime construction. He has worked for oil he was appointed Fleet Master, a role which
and gas majors, and is currently working on the focuses on delivering support to the Captains
construction of the Formosa 2 offshore wind farm. in the widest sense possible sense.
A particular career highlight was assisting The
Ocean Cleanup in their ocean plastics removal
endeavours in The Great Pacific Garbage Patch
in 2019.

Feature: Jamming and spoofing
Jamming and spoofing

Recognising and dealing with threats to marine navigation systems
Captain Johan Gahnström

AFNI
I
n September 2020, the USA’s Maritime Administration (MARAD)
issued a notice warning of multiple instances of GPS interference
in various parts of the world, including the eastern and central
Mediterranean Sea, the Persian Gulf, and multiple Chinese ports
(https://go.usa.gov/xdSpq).
This once again shines a spotlight on the vulnerabilities and threats
to our marine navigation systems.
Figure 1 Jamming
What is spoofing?
GNSS spoofing is the provision of GNSS-like signals, transmitted
locally and coded to fool the receiver to think it is somewhere it is not.
These spoofed signals may be modified in such a way as to cause
the receiver to estimate its position to be somewhere other than where
it actually is, or to be located where it is but at a different time, as
determined by the attacker. Spoofing GNSS signals with the aim of not
being detected is a military grade technology, and currently unlikely to
be seen in peacetime.
High standards of marine navigation are fundamental to the safety of

vessels, crews, cargoes, and the protection of the environment. We are
more and more reliant on types of Global Navigation Satellite System
(GNSS) like GPS for safe navigation. Today several GNSS systems
exist beyond GPS such as GLONAS, BEIDOU and GALILEO that all
now have global coverage at high precision.
Growing threats to these systems have been identified that can affect
how we use them for navigation and how we can mitigate against
disruption to services provided by GNSS.
What is jamming?
GNSS signals have low power, which means that a weak interference
source can cause the receiver to fail or to produce hazardously
misleading information.
Complete loss of GNSS is easy to detect, but subtle movements due
to the effect of jamming are not – and can appear similar to spoofing,
which can be very hard to detect. Jamming does not require expensive
tools or expert knowledge. Figure 2 Spoofing

Feature: Jamming and spoofing
‘Meaconing’ is a type of spoofing where GNSS signals are Training

re-transmitted. This requires simpler equipment than that required for Training is the best way to be prepared for a jamming and spoofing
a spoofing attack. attack. As an example, a drill could include switching off the GNSS
A spoofing attack is considerably more complex than a jamming sensor/s in a safe area, with the ECDIS needing to be operated with
attack, especially if the attack is supposed to remain undetected. manually-inserted positions in dead reckoning (DR) or estimated
To simplify, jamming causes the receiver to die, spoofing causes the position (EP) mode. The OOW should be able to identify other
receiver to lie. equipment affected by GNSS sensor failure (eg. AIS, Digital selective
calling-DSC, gyro and radar). The aim of the training is to develop
Countermeasures competency in detection of GNSS jamming or spoofing and safe
Fortunately, there are multiple risk mitigation strategies to help
navigation practices that are independent of GNSS.
overcome interference to maritime navigation systems:
So smooth sailing and no jamming and spoofing.
O Filtering in the receiver. This is especially effective for out-of-band
signals, but unfortunately, if a signal falls directly in-band it may still
overpower the receiver.
O Consider using Loran/E-Loran receivers as a backup/part of
the resilient system and a way to detect jamming and spoofing.
(Note: these do not have worldwide coverage.)
O Development of advanced mitigation techniques using wideband
GNSS signals like Galileo E5 could be seen in the future.
O With respect to jamming, various GNSS deliver different services
at different frequencies. For the Open Service and for maritime
receivers type-approved against IEC 61108-3, the frequencies are at
E1 and E5 position. Using different frequencies will to some extent
mitigate against an attack, but it does not necessarily mean the
system will work through it.
O Some types of GNSS will soon provide Navigation Message
Authentication (NMA), which involves a signal consisting of some
parts that cannot be generated by a spoofer. An example is Galileo’s
Open Service Navigation Message Authentication (OSNMA).
O If the equipment onboard meets the MSC.1/Circ.1575 specification
and there are multiple types of GNSS as well as other inputs, the
system should raise an alarm in case of a detected error to inform the
navigator that the position has been lost. Modern equipment already
exists that meets the MSC.1/Circ.1575 guidelines.
How to detect jamming and spoofing
O Actions to detect GPS spoofing and jamming should include the
use of radar and ECDIS interlay (overlay or underlay). These are by
far the best methods to identify jamming and spoofing when land is
visible on the radar.
O Position verification at appropriate intervals.
O Observing significant difference between DR position (position
arrived with gyro course steered and distance by speed log) and
GNSS fix.
O Observing and verifying by using an echo sounder to compare the
depths, when sailing in suitable depth areas.
Actions if jamming and spoofing is detected
Immediate actions:
O Manually select a secondary position sensor. Select other GNSS
input if provided and if it is working.
O If the secondary sensor is unable to provide a vessel’s position and no
other means are available to input position fixing, the navigator must
select the DR or EP mode.
O Start to manually plot ship’s position if near enough to shore and
seek greater sea room if possible.
O The AIS is likely to be affected by a jamming or spoofing attack
and should be used with extreme care. This is because other ships’
GNSS input positions are highly likely to be affected as well as own Captain Gahnström is today the shipping operations director
ship. at LOC London. He is a master mariner with a background
O Use the parallel indexing method during coastal navigation to keep as Master, maritime pilot, VTS manager and Harbour Master.
safe distances and determine turning waypoints. Captain Gahnström worked for five years with Intertanko as their
O If unable to ascertain vessel position relative to navigational hazards, navigation, ports & terminal expert.
then stop the vessel.

Feature: Creating a cyber secure culture
Creating a cyber
secure culture
Identifying and analysing vulnerabilities on board
onboard IT, the control and integrity of maintained data often omits
Capt Ruchin C Dayal AFNI Operational Technology (OT – see right) or Industrial Control System
(ICS) elements.
W
ith widely reported cyber attacks on networks of mega Countermeasures
shipping companies like Maersk and Anglo Eastern, The concept of cyber security is novel to many maritime stake holders,
cyber security awareness and the race for compliance and it is timely to raise awareness about the existing countermeasures.
is gaining momentum. At the end of September 2020, First, the regulatory requirements. IMO Resolution 428 mandates
even the IMO was affected, with the public website and other web- that cyber security elements need to be addressed and integrated with
based services briefly unavailable due to a sophisticated cyber attack the company safety management system no later than the first renewal
that overcame what the IMO described as ‘robust security measures’. verification for DOC after 1 Jan 2021. Industry guidelines from
The maritime industry has been overtaken by technology. While BIMCO, complemented by the BIMCO onboard guide and workbook,
we are struggling to come to terms with it, cyber attacks on maritime provide perspective on the compliance requirements of Res 428/MSC-
infrastructure are gaining critical momentum. In this article, I have FAL.1/Circ. 3.
tried to identify some of the vulnerabilities existing onboard merchant
ships, analyse them and look at the road ahead. Defence in-depth
Cyber security is a long-term management commitment with
The mind-set commensurate budget requirements. Every organisation must adopt
Geographical isolation exposes mariners to a set of unique challenges. custom made cyber processes which can be integrated with their
Technology plays a significant role in helping us to manoeuvre present-day safety management systems. Expecting the office IT team
through these conditions and it enables communication in situations to understand the onboard cyber environment is a bad idea – and in
of emergency and distress. fact, BIMCO recommend having an experienced third party to assess
Unfortunately, any type of technology also has the potential to cyber security risks onboard ships. It is essential for companies to
be used for malicious purposes. Creating a culture of cyber security earmark commensurate budgets for engaging professionals to work with
awareness is relatively new on the agenda of the maritime community, inhouse ship managers as well as with the office IT team.
but it must be taken seriously. Cyber risks can be managed by applying The notion that a cyber security solution can be bought off the shelf
logical and technical controls. Unfortunately, changing the mindset of is a myth. No single solution can work for every organisation. It is
an already tired ship crew is often the biggest challenge. It can often be important to understand that securing the maritime cyber environment
difficult to explain to ship staff why IT security should be added to the ‘in depth’ requires an all-encompassing protection mantle that builds
already considerable amount of work they have to do. resilience to external and internal threats. This layered approach must
include procedural and technical countermeasures on each layer. The
Social media on board
elements of this policy should include:
Casual social media behaviour is making targeted phishing relatively
Policy Document: Defence begins with the organisation’s leadership,
easy. With the internet available to the crew all the time, fresh
where strategies are formed and policies are made. These policy
challenges have emerged in the already crowded security landscape –
statements must be comprehensive, covering anti-malware software,
personalised emails, often quoting very private information are finding
information classification, OT firmware patching, remote access
their way into individual mailboxes. The combination of hard work and
protocols, application patching amongst a host of others.
a perturbed mind can be lethal – for the crew as well as for the safety
Implementation plan: Policies must be backed up by the plan for
of the ship. Many companies have adopted a ‘responsible social media
implementation, which will include role development, procedures and
policy’ within the existing SMS documentation, which is a great idea,
records.
but hard to implement.
Access control: Physical measures to prevent unauthorised personnel
The onboard environment from gaining access into a vessel and to IT and OT onboard elements.
Almost all the merchant navy fleet operates a multi-vendor Network rationalisation and segregation: Establish the physical layout
environment with little consideration given to scalability, overall and condition of the shipboard network – produce logical and physical
compatibility or existing and future security. Over the passage of time, network plans. Segregate IT & OT networks. Establish relevant
vessels tend to start looking significantly different in terms of networks redundancies.
and cabling to when they were delivered. Despite this, network plans Training: None of the above will work if the Master and crew do not
are seldom updated, nor is there any inventory of the physical network have basic knowledge of the correct use of the technology, understand
paraphernalia nor of the software being used onboard. Even where the existing vulnerabilities and appreciate the threat and risk in the
managers have been careful to implement some sort of order for the current landscape.

IT, OT and their vulnerabilities where there is extensive information on jamming and spoofing of the
IT: Software and hardware where the output is data, such as GNSS signals. Jamming of a GNSS signal, where it is unable to show
communication by way of speech, text (email, records, accounts, a position is fairly easy to detect. By contrast, it is more difficult to
etc) can be termed Information Technology or IT. Onboard examples detect a spoofing attack, where the position may only be marginally
include computers and their accessories, email systems, calling in error, nonetheless slowly but surely misleading every instrument
systems, accounting systems, etc. connected to the set.
While technology has made position fixing much simpler than it
used to be, it is essential that we understand its limitations and do
not ignore the good old radar bearing and distance fixes or parallel
indexing techniques.
AIS – Automatic Identification System

The integrity of AIS information is, rightly or wrongly, crucial to
situational awareness and collision avoidance at sea. Making
decisions based on potentially incorrect information can have
catastrophic results.
Despite this, AIS transponders communicate over the air without
any authentication or integrity checks. This vulnerability can be
easily exploited by introducing supplementary signals via a Software
Defined Radio (SDR), placing fake ‘man-in-water’ beacons, rendering
the ship invisible or corrupting the information signals of the system.
Furthermore, AIS data is publicly available via websites and apps
such as Vessel Finder, Marine Traffic & Equasis; this brings about
OT: Where the output is action (closing of valves, alarms, balancing another set of problems, where the position and route of the ships
power loads, etc.) the technology can be termed Operational becomes public knowledge, making it ripe for a targeted attack.
Technology or OT. Onboard examples include ECDIS, power
management, and the automated control system for the engine. OT ECDIS – Electronic Chart Display
systems in the engine room are often referred to as ICS – Industrial Information System
Control Systems. While corrections/corrected charts can be received over the internet,
OT systems are always online, and are critical to the safety of the the exposure this creates can have a debilitating effect on the vessel’s
vessel. We cannot simply shut down and restart the ECDIS or the most important function – safe navigation. Most companies are aware
steering gear if something goes wrong, especially in confined waters. of this glaring vulnerability and have established adequate SOP’s
It is critical that these systems perform flawlessly each and every time. for handling the process. Despite this, ships continue to experience
ECDIS failures attributed to this vulnerability.
Common OT systems onboard and their
vulnerabilities: ICS – Industrial Control Systems
Onboard Industrial Control Systems (ICS) form the basis for
automation in modern day shipping, controlling and monitoring key
engine parameters including temperature, pressure, level, viscosity,
flow control, speed, torque, voltage, current, etc. As with ECDIS, many
of these systems are interconnected without much concern for cyber
security, resulting in a highly vulnerable environment. Again, most
of these ICS are based on outdated operating systems. Surprisingly,
industry leaders are still using these legacy systems on ships
delivered as recently as 2019.
Much of the onboard ICS network is connected to the vessel’s
ethernet network for onward transmission of data to vendors, office,
etc. While many manufacturers have their own firewalls or VPNs as
standard accessory, there are some who have neglected basic security
precautions to make way for tighter budgets.
VSAT – Very Small Aperture Terminal

A Very Small Aperture Terminal (VSAT) is a communications station
used to send and receive data via a satellite network. VSATs enable a
range of communication and safety services including GMDSS, ECDIS,
AIS, phone, internet, cargo management, vessel routing, crew welfare,
The Global Navigational Satellite System (GNSS) and weather forecast. Vendors often publish default credentials on
Many critical systems on board rely on the Global Navigation Satellite their websites and many terminals run with unchanged default factory
System (GNSS) for safe navigation, communication, emergency settings for years, including administrator usernames and passwords.
response, and traffic control. However, disrupting or manipulating Once an attacker finds an open VSAT interface, they can upload
GNSS signals is fairly simple (see article, p??) . Intertanko has malicious software and compromise the network, enabling access to
recognised this risk and published an advisory document in 2019 critical control systems. This holds true even for ships delivered in 2020.

Culture: It is imperative that the management stays committed to roles and social expectations is draining the emotionally fragile
establishing, implementing and sustaining a cyber hygiene culture. sailing men and women. Urgently addressing their training needs and
This must be a long-term initiative and the process of change is often encouraging responsible self-regulation of social media behaviour by
sluggish and slow. knowledge empowerment is the need of the day. Do not just adopt a
Internal and external audits: A necessity for any system, dynamic system for complying with statutes. Rather, develop a culture wherein
analysis of audit data will help in modifying processes, addressing gaps statutes are complied with naturally and organically. Please act today.
and assist in continually improving the system.
No place for DIY
Many companies who may have designed and implemented their Ruchin Dayal is the CEO of eDOT Solutions, which designs,
own safety management systems in the past and have a fairly decent implements and manages cyber security solutions for ship owners
and managers.
sized IT department are in the process of establishing a cyber security
management system entirely in-house. While this may seem like a
logical solution, it really is not ideal for several reasons.
To start with, from an organisational point of view, it is very difficult
to recognise vulnerabilities within the systems and processes that we
ourselves have designed.
Secondly, IT professionals are, by and large, concerned with
hardware and software relating to solving day to day information
processing challenges. Their forte is writing code for custom software,
maintenance of code, setting up remote sharing and meeting systems,
sifting through software products. They are not seafarers and seldom
appreciate the nuances of day to day shipboard life. It’s just not fair to
expect them to understand the working of onboard ICS.
Neither would this be fair on the seafarers. A management system
must, at a minimum, comprise of policies, roles, procedures and
records, and has to be auditable for compliance via objective evidence.
The balance between actual compliance and evidence of compliance
must be established in a bold, pragmatic and sustainable manner. Ship
staff already have enough on their plates, and adding additional duties
and records, checklists, etc, will not go down well with them. The
process will falter at the very start. The design of the system should be WELCOMING OUR FIRST SAPPHIRE AFFILIATE
THANK
such that it works for the ship staff rather than the ship staff working
for the system. The cyber security program must be inculcated in the
seafarer’s culture. IT professionals cannot be expected to understand
this culture, let alone designing something to integrate with it.
Establishing, implementing and maintaining an efficient and
YOU!
effective cyber security system should be entrusted to an independent
dedicated team with commensurate marine and technological
professional qualifications. One of the prime requirements of engaging
with a professional vendor should be certification under ISO 9001 &
27001.
Training ship staff
An important part of developing an on board cyber security culture
is the creation of training material relating to onboard equipment. I We’d like to offer our thanks to
strongly recommend a one-day networking training programme for
deck officers and engineers which includes practical training – making OCEAN TECHNOLOGIES GROUP
contact with shore support and following instructions on remote for their ongoing, significant support for the work
sessions, understanding network designs and basic troubleshooting. of The Nautical Institute including MARS and
Establish a system of onboard drills and exercises along with digitised The Navigator.
training, in line with company’s competence management systems.
Call to action
I would like to conclude with a request to the decision makers –
the company chairmen, presidents, general managers, technical
superintendents, DPAs, cyber security officers – involved in
shipmanagement. Please recognise the risk landscape of today,
when shipboard connectivity is relatively slow – and appreciate that
the situation will become even more serious in the future when We are working hard to improve safety, professionalism and best
connection speeds pick up. Ship satellite terminals will become sitting practice but it would be impossible to achieve this without the support
ducks for cybercrime. of our wider community. If you are interested in becoming a Nautical
Furthermore, technology and information overload is an Affiliate Partner of the Institute please visit: nautinst.org/affiliate
overwhelming experience for the seafarer; a co-mingling of professional

Feature: Remote pilotage
Remote pilotage
Answering the need of the times or a solution for the future?
Who should pilot?

Captain Harindra Perera An experienced pilot – not a VTS operator – should be allocated to
FNI, FCILT each individual vessel from start to finish of the remote pilotage. The
passage plan should be agreed upon well in advance, as per the usual
P
ilots have come into the high risk category, and recent cases of Master/Pilot Exchange.
pilots contracting Covid-19 virus after boarding ships or having Masters prefer to take advice from a pilot than a VTS operator, and
to be in quarantine for a minimum of two weeks before they most will naturally be hesitant to take advice from VTS operators
can work again have caused great concern. One pilot I spoke to who have no sailing experience. Where guidance is offered by a VTS
was very worried about how this will affect pilots, and pilotage, in the operator, the greater risk will be reflected in the risk assessment.
long term. Resources needed
It is also making it a difficult task for port authorities to manage vessel Ideally the remote pilot will be operating with the same data that
movements with a reduced number of pilots. In small ports with only they would get from the equipment on the ship’s bridge – up to and
one pilot available, you can imagine the situation if that single pilot has including what is visible from the bridge windows. Sadly, this is not
to go into quarantine. The port can’t be shut down for lack of pilots! possible. The remote pilot will not have access to a considerable
Masters can, of course, sit for a Pilotage Exemption Certificate to amount of the ship’s data, but with good communication and data
pilot their own vessel to/from sea to berth. In most ports this is ship- transfer, most of this information can be relayed to the pilot ashore
specific, and most applicants are good shiphandlers who call regularly
or on the launch.
at the port, often with vessels with twin screws and/or bow thrusters to
So, what information is available? The VTS or pilot launch will be
aid manoeuvrability. While encouraging more PECs can alleviate the
equipped with VHF/Radar/ ECDIS/ AIS etc. A modern VTS tower
problem in the short term, this cannot be a complete solution.
equipped with radar and AIS tracking has many advantages compared
Remote or shore-based pilotage could be an answer to this tricky
to advising from a pilot launch. In future, improved VTS with support
situation. At a time when many flag states are giving approvals to carry
tools can be made available to help shore-based pilotage.
out maritime studies online via Zoom etc, change is needed in this
Having a suitable BTM/BRM concept in place on board the
field just as much as in others. It is especially important to consider at
vessel to be piloted is essential. Can teamwork still be practised safely
a time when the industry is already considering experimenting with
onboard with the pilot as a remote team member? The quality of
autonomous ships.
the vessel’s crew, including the bridge team, is of vital importance.
What is remote pilotage? Communication must be clear, of good quality and undistorted, using
Remote pilotage is sometimes also called shore-based pilotage. The SMCP on both sides, and bearing in mind that accent and language
pilot is not physically present on the bridge of the ship being piloted. are barriers that could cause accidents. It is important to have a good
They may be on the VTS tower or even on a pilot launch, remotely back up method of communication in case of breakdown.
giving advice/instructions to the Master. The Master will have the
Training needed
con, with the pilot advising remotely. This method was being practised
Training is needed in two separate areas.
in some ports even before Covid-19 occurred. While it is not the
Firstly, Masters should be well trained to handle their own ships,
same thing as remote pilotage, some VTS stations already provide a
with a confident positive attitude, a good bridge team and good
Navigation Assistance Service (NAS).
resources. Good shiphandling competence, both generic and specific
Risk assessment to the type/size of vessel can be obtained by simulator training.
Before considering the introduction of remote pilotage services, the CMA-CGM, for example, already operates simulator-based Pilot
Harbour Master should consult all stakeholders, including shipowners, Management Training. This gives Masters great confidence in their
Masters, the port authority, berth operators, tug operators, pilots, ability to handle the ship in berthing and unberthing situations in case
mooring crew etc. Insurance cover will be an important consideration. they have to take over from a pilot for any reason, as well as in other
The port authority should carry out a risk assessment on a case by situations. During bad weather, Masters often bring their own vessels
case basis to safeguard the port. Masters should do likewise, bearing in inside the breakwater or into the channel. Likewise, Masters have
mind both the conditions of the ship’s SMS and that they will be held sailed out vessels from berth without pilotage or even tugs in case of
responsible for damage/pollution etc. The port authority should give emergency, including fire at berth, expected tsunamis etc.
clearance for the passage but the final decision must rest with the Master. The pilot/VTS operator should be well trained in how to best instruct/
Weather, time of day, nature of cargo, manoeuvrability of vessel, advise the Master. Again, this training is best done on a simulator. Pilots
bridge team competence, bridge equipment, Master’s shiphandling must be regularly trained and updated, including in BRM(P) for Pilots.
experience both general and specific to port and vessel are all points to VTS operators must be qualified as per IALA standards.
be taken into account in the risk assessment. Hazardous cargo vessels The Master and pilot should both have port/ berth specific training
should be subject to greater limitations as they are high risk. on a simulator. Ideally this would also be ship-specific.

Feature: Remote pilotage
With or without tugs? passage. The insurers should clearly state their stand on what will
Use of tugs remains ship-specific, depending on the manouverability of happen if and when things go wrong.
the vessel – whether it is equipped with bow thruster, high lift rudder,
Moving towards the future
Controllable Pitch Propeller,etc. The required tug power should be
Remote or shore-based piloting still needs a lot of regulation, guidance,
calculated beforehand.
assessment and training in place if it is to be fully accepted as a
One important point to consider is that many tugmasters are
solution in compulsory pilotage areas. In the meantime, ports should
reluctant to work with the Master unless supervised by the pilot. For
consider granting more PECs to good shiphandlers and those with
this reason, even Masters who hold a Pilotage Exemption Certificate
high manoeuvrability vessels upon suitable assessment.
take a pilot when they need tug assistance, for example in bad weather. This
In moving towards a future where remote pilotage is more common,
may affect the decision on which vessels are suitable for remote pilotage.
simulators should be used to train pilots in shore-based piloting, and
Where tugs are used without a pilot, special training will be needed.
to train Masters in ship specific and port/berth specific manoeuvring.
Limits of remote pilotage This will build confidence on both sides.
At present, being guided to an anchorage is considered the acceptable VTS or pilot stations should be suitably equipped to enable remote
level for remote pilotage. Most P & I Clubs discourage remote pilotage piloting. In future, VTS equipment may be designed to enable
berthing/unberthing. remote piloting by way of decision support tools. Ports may be able to
Any remote pilotage including coming in or out of an anchorage, obtain Class guidance and/or approval for a remote pilotage standard.
on or off a Single Point Mooring, or in or out of an alongside berth is DNV-GL has already given guidance on autonomous and remotely
subject to a risk assessment by the Master and Port Authority. Since the operated ships. This includes technology functions such as real time
Master may be placed under undue commercial pressure if he stands situational awareness, manoeuvring and docking etc. Remote pilotage
his ground by not agreeing to berth, it must again be emphasised that could be a precursor to the introduction of such vessels.
the decision to accept remote pilotage must rest with the Master. It remains vital that a case by case risk assessment should be carried
out for every single remote pilotage – and that the final decision on
Legal implications whether to accept remote pilotage rests with the Master.
Having an accident in a compulsory Pilotage area without a Pilot on
board has serious implications. The Port Regulations/Pilotage Act must Capt Perera is a Pilot Training Instructor and Head of the Marine
be amended to include remote pilotage. The shipowner/DPA should Simulation Dept. of the CINEC Campus. He has over 25 years
be fully aware of the potential consequences and must give advance piloting experience in the UK and Sri Lanka.
conditions/clearance well in advance to allow the Master to plan the
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Feature: The Master, the Charterparty and the Bill of Lading
The Master, the charterparty

and the Bill of Lading
Learning the hard way in bulk shipping
O It is documentary evidence of the contract for the carriage of goods

Simon Daniels MNI by sea;
O It has statutory authority evidencing the transfer of rights and
T
here will be cases in which there is a conflict of interest obligations to the ultimate buyer of the cargo in accordance with the
between the owners and the charterers. The headline Carriage of Goods by Sea Act 1992.
principle is that the Master must comply with the terms of It is the first of these functions which gives the worst headache to
the charterparty, assisting the charterer in completing the the Master. The Master will always have the absolute discretion to
task and obeying the charterer’s orders. Sometimes this is a simple disobey an order which is unlawful in itself, such as proceeding to sea
matter of risk assessment: tolerate, treat, terminate or transfer, but in a dangerously unsafe ship (s98 Merchant Shipping Act 1995). The
all too often it is much more complicated than that. It is therefore worrying scenario where the Bill of Lading is concerned arises when
essential that the Master has access to the charterparty and can discuss the Master is under pressure to sign a clean Bill, but the Mate’s receipt
it with the shore office, in order to identify any problems that may shows that there is some conflict between the description of the cargo
arise from time to time and figure out some options. The observations on the Bill with that which has been loaded.
of the judge in the 25 year old case The Houda [1994] still hold good Naturally, it will alarm the charterer if a claused Bill results in the
and apply to the Master, as employee, representative and agent for the failure of the buyer’s letter of credit, but failure to clause a Bill for
owners: damaged cargo will inevitably have a cost consequence upon the
It is obvious that lawful orders have to be obeyed, unless to do so would owner. Sometimes this ends up in a judgment call. Any risk assessment
imperil the safety of ship, crew or cargo. It is not obvious that they have must result in a decision which a prudent Master would take.
to be obeyed unthinkingly… In my judgment when a Master receives
CASE STUDY: The David Agmashenebeli (2002)
an order relating to the cargo his duty… is to act reasonably. Orders
35,000 metric tonnes of urea were sold to traders Agrosin, under a
ordinarily require immediate compliance. But the circumstances in which
contract which specified that the goods must be ‘white colour, free
an order is received or the nature of it may make it unreasonable for the
flowing, free from contamination, prilled form, treated against caking,
Master to comply without further consideration or enquiry. When an
free from harmful substances…’ Agrosin sold the urea to a third party
order is reasonably regarded as ambiguous, it must be clarified. When
and arranged to sub-charter the David Agmashenebeli which had been
the lawfulness of an order is reasonably called into question, it must be
time-chartered by her owners, Georgian Shipping Company. This may
established. When the authenticity of an order is reasonably doubted,
sound complicated, but charters often are – and the facts in this case
it must be verified. The delay introduced by any of these processes will
have been simplified.
usually be brief.
The time charter required the charterers to load, stow and trim
The occupational hazards of navigation notwithstanding, the Master
and discharge the cargo at their expense under the supervision and
must always have in mind that they have a contractual obligation to
responsibility of the Captain, who is to sign, if required to do so by
maximise the commercial return for the shipowner, while at the same
charterers, bills of lading for cargo as presented, in conformity with
time mitigating risks to the owner inherent in the operation from
Mates’ or Tally Clarks’ receipts. The charterparty also provided that if
loading to discharge and everything in between.
damaged cargo was observed during loading, the Master had the right
The Master and the Bill of Lading to stop loading and the charterers and shippers to be immediately
While the charterparty is an essential contractual document, it is not informed.
actually demanded by the Carriage of Goods by Sea Act 1992. Without Three hours after loading began, the Master notified all parties that
doubt, the statutory document which can give rise to the greatest the cargo contained contaminants and was of a dirty colour. Despite
concern is the Bill of Lading, but that does not become effective until protests by Agrosin’s surveyor, the Mate’s receipt was signed with the
it has been signed, after the cargo has been loaded, and long after the following wording: Cargo discoloured also foreign materials e.g. plastic,
charterparty has been agreed. The terms in both documents had better rust, rubber, stone, black particles found in cargo. The Master refused
be consistent, or the Master will have endless problems to resolve. to sign Bills of Lading without the same wording. Naturally, a claused
The Bill of Lading has four very valuable functions: Bill would result in the failure of the letter of credit guaranteeing
O It is prima facie evidence of the truth of the statements which it payment for the cargo. The Master found himself under close cross-
contains; examination in the High Court, never an amusing experience at the
O Although it does not transfer ownership in the goods – that is effected best of times. After hearing all the evidence, the Judge found that there
by the contract of sale – it gives the person in possession of it the had been some contamination of the cargo, but this was so slight that
right to immediate possession of the cargo upon discharge; no reasonably observant Master would have described it in the way that

Feature: The Master, the Charterparty and the Bill of Lading
he had. The judge also found that there had been some discolouration, Master’s task to verify the condition of the goods before they sign the
but that the Master’s description of the cargo as discoloured was Bill of Lading.
misleading, as there was no indication that this referred to only
about 1% of the whole. A reasonable Master would have added some
Lessons learned:
By presenting a Bill of Lading for signature by or on behalf of
qualification to avoid creating a false impression that a substantial part
the Master, the shipper was merely inviting the Master to make a
of the cargo was discoloured. Consequently, the defendant shipowners
representation of fact in accordance with his own assessment of
must accept vicarious liability for the Master’s negligent misstatement
the apparent condition of the cargo. The adjective ‘apparent’ is
as to the apparent order and condition of the cargo.
all-important, and still as relevant as it was in the defining case of
Lessons learned Churchill (1906) 114 years ago. The prudence of getting a cargo survey
The Master can be in a very lonely position when confronted with the cannot be understated, if the owners are willing to risk the burden of
contractual obligation to protect the owners’ interests while meeting time and cost. Otherwise, it is a matter of commercial judgment.
the priorities of the charterers. They must therefore rely on their
best judgment when exercising their absolute discretion, and decide
whether, in all the circumstances, the cargo appears to satisfy the
description of its apparent order and condition in the Bill of Lading.
The safe solution is to instruct cargo survey before clausing the Bill,
but this costs money, and takes time, while the clock is ticking away on
laytime. In a time charter, the vessel may even be off-hire. The Master
otherwise must use terms in the clause that reflect reasonably closely
the actual apparent order and condition of the cargo and the extent of
any defect which he considers it to have.
The elephant in the room, of course – the ‘solution’ which everyone
know exists but nobody wants to mention – is the offer of an indemnity.
This solution may be a very short term one indeed; if the charterer
declines to honour the indemnity they have promised, the one thing
that the owner cannot do is to sue them for recovery. The Court could
not possibly uphold the letter, which in realistic terms is a fraud on the
buyer.
Invitation, not compulsion
The Master’s absolute discretion is as steadfast in the commercial
management of the ship as it is in her navigation. If the shipper
presents a Bill of Lading for the Master’s signature, it puts no
compulsion on the Master to sign. The shipper is merely inviting
the Master to make their own assessment of the apparent order and
condition of the cargo on loading.
CASE STUDY: the Tai Prize (2020)
The cargo had been loaded even though it failed to meet the
specifications agreed between the seller and the buyer as defined
on the Bill of Lading. Notwithstanding that, the shipper promptly
presented the Bill of Lading stating that the cargo was clean on board
and shipped in apparent good order and condition. As is so often the
case, the shipowners’ agents signed the clean Bill of Lading on behalf
of the Master, effectively endorsing as his agent.
Expert evidence was accepted that the cargo had been loaded with
pre-existing heat damage, which later led to the development of mould.
The damage was not reasonably visible to the Master, but the shipper
would have been able to discover the damage by reasonable means.
This meant that the Bill falsely represented that the cargo was loaded
in apparent good order and condition.
The question arose, therefore, whether the condition of the cargo
contained in the Bill amounted to a representation or warranty by the
shipper, or if they were merely inviting the Master to make his own
assessment of the apparent condition of the cargo, following which he
would make a representation of fact by signing it.
The Court held, that when a charterer or shipper on a charterer’s
behalf tenders to the Master for signature a bill of lading that contains
a statement as to the apparent order and condition of the cargo, this
amounts to an invitation to the Master as agent for the owner to make
a representation of fact as to the apparent condition of the goods on
shipment. As such, the shipper could not be held to account for any
representation of facts as to the actual condition of the cargo. It is the

Providing learning through confidential reports – an international co-operative scheme for improving safety
Mariners’ Alerting and

Reporting Scheme
MARS Report No 337 November 2020
MARS 202059 other deck crew then entered the ventilation duct space and attached
the first of two lifting gear sets to the crane’s hook using a fibre sling.
Storm anchorage grounding Both crew then climbed out of the space and stood close to the hatch
As edited from official PMA (Panama) report R-005-2018-DIAM edge ready to guide the load and free any snags as it was lifted.
Î A 225 metre bulk carrier in ballast was at deep water anchorage The crane operator was instructed via VHF radio to commence lifting.
near a major port. It had drafts forward and aft of 4.80 metres and After the load had been lifted about 2-3 metres, the gear snagged. The
6.05 metres respectively. The weather was good but heavy winds were crane operator was ordered to stop lifting and the two nearby deck
predicted. The crew had put out seven shackles of port anchor. The crew freed the snag by hand. They remained close to the edge of the
weather forecast was expected to worsen, so the Master decided to hatch and the signaller ordered the crane driver to start heaving again.
drop the starboard anchor as well, with four shackles in the water. Shortly after the lifting operation recommenced, a shackle at the
Some time later the wind reached B10/11. Crew were using the main lower end of the load snagged on a ventilation trunk coaming. The
engine to try and keep the vessel on station but they were dragging crane operator was ordered to stop, but at the same time the fibre sling
anchor nonetheless. Shore authorities were advised and tug assistance parted and the lifting gear fell to the deck, striking both crew. One
was requested. Although the tug arrived soon afterwards the Master suffered only minor injuries while the other suffered major head injuries
deferred immediate assistance. The tug remained in standby mode for and had to be hospitalised and repatriated.
the next seven hours as the vessel drifted, coming ever closer to a lee
shore. Finally, an attempt by the tug to pull the vessel away from shore
failed with the rupture of the tow line and the vessel grounded.
Damaged rudder
from grounding
Lessons learned
O Time and again groundings from storm anchorages occur because
too much time was lost before lifting anchor and putting to the open
sea. Lessons learned
O Good seamanship means, among other things, putting the safety of O Do not stand under a load or in the fall zone!
the ship and crew before all other considerations. O In this instance it appears the hazard of snagging gear was well
O A vessel in ballast condition should be ballasted to its maximum known but crew had not addressed the hazard at the source, deciding
before bad weather is encountered to reduce pounding and augment to ‘work around’ the hazard at each instance. It was only a matter of
steerage. time before an accident happened.
MARS 202060 MARS 202061

Injured while standing in the lifting Master with the con and steering – vessel
danger zone scrapes channel side
As edited from official MAIB (UK) report 11/2020 As edited from official MAIB (UK) report 4/2020
Î A cargo vessel arrived in port to load wind turbine tower sections. Î A roro freight ferry was underway in darkness, outbound from a port
The deck crew held a safety briefing prior to loading. By this time, it was in restricted waters. The Master, who was new on board, had the con.
dark and the vessel’s deck working lights were on, illuminating the area The OOW and another officer were also on the bridge. With a planned
where the crew were working. course alteration coming up, the Master switched from autopilot to hand
Following the safety briefing a seaman used the vessel’s forward steering, which he took himself (point two in the diagram). The vessel was
crane to remove the cargo hold ventilation duct space hatch cover so now making about 14.5 knots and the Master was navigating principally
that the cargo hold hatch cover lifting gear could be retrieved. Two by visual means.
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Providing learning through confidential reports – an international co-operative scheme for improving safety
The Master applied 10° of starboard helm and the ferry started to turn factor. Remember that slowing down is often the best option when
to starboard. He assessed that the ferry was turning too quickly and put external events out of your control are risk multipliers. At 7 knots, the
the helm to midships. The OOW then reported that the ferry was clear of bridge team would have had twice the time to assess the situation
the buoy on the port side. At about the same time, the Master realised and make adjustments.
that the vessel was further to the north than he intended. He applied O As we have seen in previous MARS reports (202053), assuming the
starboard helm in increasing amounts to keep the ferry within the buoyed con and also helm and engine responsibilities, in darkness and
channel. Shortly afterwards, a prolonged loud noise and a shuddering restricted waters, created an overload of work processes that reduced
vibration was heard and felt throughout the vessel (point 7 in the the person’s ability to maintain an overview of the situation.
diagram). An inspection later determined that there was significant
damage to the ferry’s port side, including a 10 metre tear near the turn
of the bilge; adjoining spaces had flooded to the waterline. MARS 202062
The ferry quickly developed a 7° port list. It was established from
the ballast computer that seawater had entered the port heeling tank.
Safety under pressure
Ballast transfer was commenced to return the ferry upright. Î A suezmax came alongside a docked VLCC to carry out a STS
The official investigation found, among other things, that the turn operation. While the hoses were being connected, a supporting rope on
to starboard was late and the Master had insufficient support from one of the four fenders broke. The Safety Inspector was informed, and
the bridge team even though they had recently completed BRM immediately carried out a visual inspection together with vessel’s staff.
training. Additionally, the Master himself was steering by hand, which The vessel requested to suspend operations in order to evaluate the
reduced his ability to maintain an overview of the situation. The lack situation; the terminal suggested that they should continue with making
of support from the bridge team made him a single point of failure. hose connections as the situation was under control.
The navigational practices being used by the bridge team did not fully As the hose connections were being completed a second supporting
incorporate the electronic aids available and were insufficient to assure rope broke. This was rectified and cargo transfer operations took place
the vessel’s safe nighttime outbound passage. without further incident.
The investigation found that the supporting ropes for the fenders
were in doubtful condition.
Bottom damage from touching channel side
Fender arrangement
Lessons learned
O In this case the terminal wanted to continue operations even though
there had been signs that all was not right. The failure of the first
fender rope was a first warning and the second failure a definitive
demonstration of less than ideal safety.
O Sooner or later in our career we all are pressured to make do with a
situation even though signs are evident that safety is not respected.
Resist these pressures and always side with safety.
MARS 202063
Assumptions can lead to bad outcomes
As edited from official NTSB (USA) report MAB 20/19
Î In darkness, a coastal service containership was leaving port
Lessons learned under the Master’s con. There was no pilot, as the Master had a pilot
O BRM training is good theory, but mariners must then put into practice exemption certificate. In addition to the Master, there was also an
what they have learned in order to reduce the chances of single point OOW on the bridge and a helmsman at the wheel. The Master reported
failure. the vessel’s departure to vessel traffic services (VTS). The report was
O Under normal circumstances the speed in this accident (14.5 knots), received but VTS did not give the status of traffic in the port.
may not qualify as excessive. But given the darkness and narrow The vessel’s speed was set at near 12 knots, in accordance with port
channel navigated it can be argued that the speed was a contributing speed rules. As the vessel approached the end of the secondary port

channel, the Master altered course from 125° to 155° to join the main visitors attempted to disembark by stepping over the bulwark, which
shipping channel and proceed in a southerly direction. The course was almost at the same height as the quay. One of the persons fell into
would take him across the area between the secondary port channel the water in the gap between the vessel’s side and the quay. Two life-
and the main shipping channel, which was a designated anchorage area rings were quickly thrown into the water and a monkey ladder and life-
(A, B, C & D). lines were rigged on the vessel’s bulwark.
Not only were there several ships already at anchor in this area, but The general alarm was sounded and the port emergency service was
another vessel, ‘Ship 1’, was making way at about six knots from the called for immediate assistance. Shore assistance arrived in less than 20
south on a course of 002° and preparing to let go anchor. The Master’s minutes and the victim was recovered about 20 minutes after that. The
intention was to pass starboard to starboard with the approaching Ship victim was transferred to a shore hospital but his death by drowning
1 and between two other anchored vessels, one of which is ‘Ship 2’ (see was later confirmed.
diagram).
The bridge team on Ship 1 assumed the outbound ship would Lessons learned
join the main shipping channel to the north. But as they closed they
O The visitors were tempted to step ashore by the near equality of

height between the berth and the bulwark. This false sense of security
saw the outbound vessel altering to starboard. There were no radio
and overconfidence cost a life.
communications between the two vessels at any time, but ‘Ship 1’
O Rigorous management and control of embarkation/disembarkation is
sounded the warning signal with the ship’s horn several times.
of the utmost importance.
By now the outbound container vessel had come to port and it was
obvious a collision would occur. Both vessels’ bridge teams took evasive
actions but to little effect. The outbound vessel hit the inbound and MARS 202065
then careened off and collided with the anchored ‘Ship 2’ as well. No
injuries were reported, but damages to all three vessels were over $1 Trip causes trip to ship’s hospital
million.
Î Crew were assembled for a lifeboat drill. The lifeboat was lowered
Lessons learned into the water and, once tested,
O Every time you assume an action will be taken by another party was raised again into the stowed
without verifying directly with them, the door to a potential accident position. As the boat came close
is opened. In this case, both Masters assumed incorrectly what the to its final position on the davit, a
other’s intentions were. crewmember moved forward to
O Even had these vessels confirmed their actions ahead of time, the check the limit switch. During this
space between the two anchored ships left little room for error for movement he tripped on a nearby
the two meeting ships. Given this fact and the darkness, the decision manhole cover. Falling forward,
of the outbound vessel’s Master to pass between the two anchored he impacted the davit structure
vessels was not the best one. with his face, injuring his lower lip
O In a crowded and busy port, best practice would dictate that you
and teeth.
should be informed ahead of time of the movements and intentions
While the company
of other vessels.
investigation found that the
O Speed, as cited in 202061, was not excessive at 12 knots but given
crewmember was partially
the extreme congestion in this port and darkness, why not proceed
responsible due to carelessness,
at six knots to exit? This would give twice as much time to assess the
situation and act accordingly. they also found that the manhole
cover had not been painted with
high visibility paint markings
MARS 202064 which would help prevent
unwanted trips. The manhole cover was subsequently painted in black
Ignoring the gangway proves fatal and yellow zebra markings.
As edited from official MAIC (Cyprus) report 4E/2018
Î A small container vessel was secured in port. A couple of visitors had Lesson learned
boarded and, in the early morning hours, they were now on their way O Hazards in plain view – once again! This manhole cover was obviously
off the vessel. The gangway had been raised a few metres above the a tripping hazard, yet it had gone undetected and unidentified even
dock surface, so the gangway watchman needed to lower it back down though a similar nearby tripping hazard around the lifeboat had
to the dockside to permit their exit. As this was being done, the two already been identified and was zebra-painted.

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Feature: Box overboard
Box overboard
Preventing container loss in heavy seas
Heavy weather
The Swedish Club When a container vessel encounters heavy weather, the container
stacks will be subjected to high levels of stress, and damage to the hull
T
he container sector is well regulated and highly regarded and cargo is not uncommon. In circumstances where the containers’
– and yet containers are still lost overboard. In a new weights are misdeclared, permissible stack weights are exceeded
publication, the Swedish Club pulls together statistics on or heavy containers are stacked on top of light containers, entire
container loss compiled from over a number of years, and container stacks may collapse, damaging the vessel’s structure and
provide an insight into specific cases, along with potential measures causing containers to fall overboard.
to be taken in response. The wide beam of many container vessels can result in large
The costliest claims are related to container vessels navigating metacentric height (GM) values and if only partly loaded, the GM
in heavy weather. Avoiding heavy weather and ensuring the cargo may become excessive. This can become very problematic if a vessel
is properly secured is paramount. Exercising good seamanship experiences heavy weather, contributing to the failure of the cargo
when vessels navigate in or near areas of heavy weather will assist securing arrangements and loss of containers overboard. Weather
in preventing incidents and their associated high cost. conditions must be closely monitored during the entire voyage and the
Immediate causes of container loss –

number of claims
P&I cargo, container, 2015-2019
Cost =>USD 5,000 – uncapped
As per 14/8/2020
Heavy weather 50.0%

Insufficient lashing/securing by shipper 26.5%
Insufficient lashing/securing by stevedore 8.8%
Insufficient lashing/securing, ship side 5.9%
Poor tally 3.0%
Loading heavy containers on top of light 2.9%
Poor stowage 2.9%
Immediate causes of container loss –

total cost
P&I cargo, container, 2015-2019
Cost =>USD 5,000 – uncapped
As per 14/8/2020
Heavy weather 80.8%

Insufficient lashing/securing by stevedore 8.0%
Insufficient lashing/securing by shipper 6.6%
Insufficient lashing/securing, ship side 2.0%
Poor tally 1.6%
Loading heavy containers on top of light 0.5%
Poor stowage 0.5%

vessel routed to avoid forecast extremes of heavy weather. If the vessel What to do if a container is lost
cannot avoid heavy weather, it is essential to take early and effective All too often accidents do happen, and containers are lost overboard.
action, such as reducing speed and altering the course as required. In such a situation it is important to implement the correct emergency
procedures to ensure that the situation is contained, that the correct
Parametric rolling measures are taken to minimise environmental impact, and that the
Vessels optimised to carry large volumes of cargo have increased
safety of both crew and other vessels is not compromised.
significantly in size. This increase of cargo space and transport O Respond to emergency situations, such as fire and hazardous
efficiency could not have been achieved without developing chemical leaks, but do not place crew in unnecessary danger.
sophisticated hulls. These hulls show a larger variation in stability O Request emergency assistance if required.
during the passage of a wave compared to more traditional forms. O Establish what is inside the lost container(s) eg dangerous cargo.
This is usually not a problem because the average stability in waves is O Alert the relevant Maritime Rescue and Coordination Centre
generally larger than in calm water. In certain conditions this variation (MRCC) and all vessels in the vicinity of the hazard to navigation.
might increase the risk of parametric rolling. O Advise the company Designated Person Ashore (DPA) so an
When a vessel passes the crest of a wave the waterplane area is emergency response can be initiated.
reduced. This causes a reduction in GM from the still water value. O Consider the planned voyage and whether a deviation to a safe port
Then as the vessel moves into a trough the flared sections, and the is required.
bow and stern become wetted which then increases the GM. This O Broadcast voice and text safety messages.
parametric rolling effect is most likely to occur in head, following, bow O Maintain a detailed and accurate log of events and communications.
or quartering seas when there is little direct roll force from the waves. O Save the Voyage Data Recorder (VDR).
This makes the phenomenon difficult to predict. O Ensure that all relevant cargo documentation is saved.
The best prevention against parametric rolling is to have equipment O Assess if there is any damage to the vessel and ensure safe access for
installed that can detect when it occurs or when it is at risk of occurring crew.
and training crew to recognise when a vessel is at risk of parametric
rolling and what actions to take in order to avoid it.
Case study: Vessel with large GM lost containers in
heavy weather
A large container vessel was sailing on a SE course in the North
Roll, deg Phase of wave Atlantic, bound for a European port. During the voyage, heavy weather
20 was encountered from ENE at Beaufort force 9, with 7 metre waves.
This meant that the wind was on the vessel’s port side, causing heavy
rolling. The maximum recorded roll angle was 30˚.
0 5 10 15 20 25 30 During the morning watch, the OOW and the Master were on the
bridge. Hearing a loud noise astern of the bridge they looked out of
-20
Wave 1 Wave 2 Wave 3 Wave 4
the window and could see that a number of containers had collapsed
and some had fallen into empty bays. The collapsed containers were
-40 all 20’ TEU and were stowed in four bays. The side containers on the
Roll period 1 Roll period 2
starboard side had toppled inboard into an empty space and others had
fallen overboard.
Example of time series of parametric roll together
After the incident the Master broadcast a safety alert over the VHF.
with wave phase. Courtesy: Bureau Veritas
In response to the heavy weather, he then ordered a more easterly
course of ESE and reduced speed from 16 knots to 7 knots.
General loss prevention advice
O Weather routeing should be used to avoid the worst environmental CAUSE
conditions, but the Master should also use their own judgment to The Container Securing Manual (CSM) required that the bottom
make course and speed adjustments during the voyage as necessary, containers on deck were secured by manual twistlocks. However, the
to reduce the impact of the heavy weather. twistlocks in the container shoes were unlocked. In accordance with
O Conduct regular visual inspections on deck, particularly when the vessel’s procedures, the lashings were to be checked prior to every
heavy weather is expected, and tighten the lashings where necessary. departure, which the Chief Officer stated he had done. At the loading
Inspect and tighten again following heavy weather. port the Chief Officer had signed the lashing report without noting any
O If lashings are tightened when the vessel is rolling and pitching, deficiencies.
there is a risk of over-tightening the turnbuckles. The vessel had a metacentric height (GM) of 11 metres which made
O The crew should keep proper records of all inspections and action it very ‘stiff’. This means that the vessel would quickly return to the
taken to mitigate the effects of heavy weather. upright position after being inclined by an external force such as wind
O When heavy weather is encountered, the OOW should reduce speed or waves.
and alter course as early as possible to avoid heavy rolling.
O Address heavy weather issues (cargo stowage and ship handling) WHAT CAN WE LEARN?
during seminars and in ship simulators. The base twistlocks had not been locked, as they were found
O Distribute circular letters to vessels, ensuring that crews are aware of undamaged and still located in the shoe fittings. The combination of
the problems associated with heavy weather. unlocked twistlocks and a very stiff vessel sailing through heavy weather
O Complete a risk assessment for encountering heavy weather. led to the collapse of the container stacks.
O If the vessel has an electronic motion monitoring, forecasting and The Chief Officer should have ensured that the manual twistlocks
decision support tool this could detect if the vessel is at risk of were checked before departure.
parametric rolling. It is imperative that the motion limits are set. It is The officers should have reduced speed and altered course to ensure
important that all officers are trained and familiarised in the proper the effect of heavy weather was minimised. This was only carried out
use of such systems. after the accident had happened.

A GM of 11m was excessive for this vessel. A stiff vessel will affect the CAUSE
top and side containers the most. When the Chief Officer received the stowage plan at the previous
The top containers collapsed and fell onto other containers port, he was concerned about the weight of the upper containers in
which then fell overboard. Principally, the main forces affecting the the stack. He informed the Master, who contacted the charterer and
containers in the lower tiers consisted of: told them to only load empty containers in the three top tiers. When
O The static weight of the upper containers in the stack. Transverse/ the Chief Officer double-checked the loading figures after departure,
longitudinal/vertical acceleration forces on the topside containers he discovered that the charterer had ignored the Master’s requirement,
when the vessel was rolling. and the containers in the top three tiers had three times the permitted
O Transverse/longitudinal forces of wind pressure or seas impacting weight.
the vessel. The containers had been secured by the crew but were not secured
When the vessel was rolling in heavy weather, the frames and corner as per the cargo stowage manual (CSM). The lashing arrangement of
posts for the lowest containers were affected by excessive racking forces. the lost containers was as follows: from the tank top up to the hatch
The larger the roll, the greater the racking force will be. Heavy rolling coaming, the containers were secured by cell guides, corresponding to
can impart enormous forces on the container structures and lashings. five tiers of containers with only one metre of the cell guide remaining
All of the above-mentioned loads will increase the compression and for the sixth tier container. The sixth, seventh and eighth tier
tension forces on the corner posts and to the intermediate twistlocks containers were secured by twistlocks, lashing bars and turnbuckles.
between them.
WHAT CAN WE LEARN?
Case study: Misdeclared containers lost in heavy The small lateral and vertical movements of the stack’s three top
weather containers which were heavier than the permitted weight caused the
A container vessel was outbound from a Mediterranean port. The lashings and turnbuckles to become slack, resulting in them becoming
forecast was for N wind Beaufort force 3–4, backing SW 4-5 sometimes overloaded and to fail. When the lashing rods/turnbuckles failed and
6 and NW waves 3-4 metres gradually decreasing to 2-3 metres. the rolling acceleration increased the sixth tier container came off the
After entering the Bay of Biscay, the vessel encountered strong NW cell guide and the containers fell overboard.
winds and a NW swell of three metres, causing it to roll heavily. The Twistlocks were required to be fitted between tiers five and six on
vessel altered to a NW course to reduce the rolling, but the wind this type of vessel. The lashings should absorb additional tension forces
increased to NNW force 6 with a swell of five metres, causing the from tier six. However, as the containers were heavier than permitted,
vessel to continue to roll heavily. extraordinary forces were imparted on the lashings.
This resulted in the loss of several containers stowed in the same The stowage plan which is included in the CSM will specify where
stack. It was not unusual on this vessel to have nine containers in a empty containers can be stowed. The stowage plan calculations are
single stack. based upon one or several GMs.
Wind
Acce
lerat
ion
Rack
ing
d
tloa
Pos
Lift
Shea
r
ss
Pre
The mass of the containers will be accelerated by the Close up of the cell guide in the location of the lost containers.
movements of the ship as a response to the sea conditions. The Swedish Club
Courtesy: Macgregor

Case study: Containers damaged and lost overboard positioned on the top tiers. Suddenly 30 of the empty top side
in heavy weather containers broke loose and became airborne. They either landed in
A large container vessel was steering a course of 100° in the Indian other bays or were lost overboard. The vessel was rolling heavily, with
Ocean. Prior to departure, the vessel’s weather routeing service had the largest recorded rolling angle being 30°. The Master altered onto a
informed the Master of a developing tropical depression. It was ESE course and reduced the speed from 14 to 6 knots. A safety message
unknown how severe it would become. At departure the vessel had was broadcast over the VHF warning of the lost containers. The wind
a GM of 3.7 metres and the stowage plan had been signed off by the had veered to ESE Beaufort force 10 with sea waves of 10-12 metres
Chief Officer. becoming hurricane strength Beaufort force 12. The Master ordered an
The vessel was sailing initially at 14 knots and the wind was NNW at NNW course to shelter the portside where the lost containers had been
Beaufort force 4. The weather service updated the vessel, advising that stowed.
the depression would probably develop NE winds of Beaufort force 7 About six hours later the weather abated to Beaufort force 5 and the
the following day. Master ordered the course and speed to be resumed to destination.
It was the normal routine to check the lashings of the containers WHAT CAN WE LEARN?
every morning and no problems were recorded. The vessel had lashing The bottom tier of containers on deck were secured to the hatch
bridges for securing the containers. The lashings were applied from the covers using manual base twistlocks. From the second tier upwards,
third tier. The outermost stacks, known as ‘wind stacks’, were lashed by fully automatic twistlocks (FATs) had been applied. The empty top
a double set of cross lashings and a long internal wind lashing (diagonal containers which became airborne had been solely secured by FATs
lashing). There was also a short internal wind lashing fitted on the third which were still intact and attached to the bottom corner sockets.
tier. The lashings on board were in a fair condition, without excessive It is possible that the twistlocks for the empty top containers had
corrosion or wear and tear. automatically disengaged during the voyage. FATs with a so-called
Early the following day, the vessel encountered heavy weather ‘wind-nose’ at the lower cone should preferably be used to prevent
of NNE Beaufort force 7 and the Master ordered an alteration accidental disengagement.
of course onto 090° with the wind on the port bow. The weather
service suggested that the Master either sail through the weather or
take a more northerly route and heave to. The Master chose to sail
through the weather as he did not anticipate it getting worse as per the
information he was given. Text and diagrams are taken from Container Focus, published by
However, the wind started to increase with gusts up to 100 knots The Swedish Club, and appear here with permission. Download
(Beaufort force 12) and a wave height of 7-9 metres. The vessel had the complete publication at https://bit.ly/34bGGbB
eight tiers of containers on deck with a number of empty containers

Feature: Modern weather forecasts
Modern weather forecasts

Making the most of a sea of data
Swell Period
Tom Feakins Tz (‘zero crossing period’) was introduced into forecasting and is now
MNI used by StormGeo and Meteo Group in their forecasts. Its practical
application is limited, and mainly used in engineering and analysis.
As mariners is it Tp we are interested in – that is, observing the
T
‘average period of time between successive wave crests or troughs’. The
oday’s weather forecasts have developed from MF, HF and
difference between Tz and Tp can be as much as two seconds, and
VHF communication, weather fax and synoptic charts to
for some operations, such as positioning jack-up vessels and rigs, this
complex animated models available online, graphs and
period is critical.
charts of numbers, and forecasters who are available to
communicate with 24/7. In the UK, weather forecasts still come in the Confidence
form of the radio shipping forecast every six hours, with gale warnings Many forecasters use the traffic light system or mention low (red),
transmitted more frequently. Many merchant ships and fishing vessels medium (orange) or high (green) to indicate confidence in the
still rely on these for navigation and safe execution of their operations forecast. A low confidence forecast can mean uncertainty in what
and passages. is forecast, due for example to the direction in which a low pressure
On some weather critical maritime operations, however, such as system will move. It is open to discussion whether this system is in fact
offshore and wind projects, forecasts are produced up to every three useful, or whether it takes away the knowledge and application of the
hours. As with many aspects of today’s media culture we are bombarded mariner in interrogating synoptic charts and fully understanding where
pressure systems are and how they are developing.
with information, but within this, do we remember the fundamentals?
Synoptic charts Mark I eyeball

Forecasting aside, it remains very important to look out of the
Some forecasts concentrate on tables and graphs, without the synoptic
window. Watching the Weather (Seaways, June 2020) indicated that
charts, while even those that do contain synoptic charts often relegate observations from ships were down 20%. The concern is that if ships
them to the last pages. It is important to take the time to observe the are not providing weather data, they may not be observing the weather
synoptic charts, and not just settle for the easy option of reading off as closely to correlate with forecasts and refine their own expectations.
the numbers. If the charts are not contained within the forecast, they On a wind farm construction project I recently was asked by a non-
can be printed off from the Met Office, NOAA or other websites. mariner how I judged the sea height as what I wrote in the daily report
Some good checks are isobar spacings, pressure system locations and was different from the forecast. I mentioned that you found out by
movements. Is it a forecast or an analysis chart? looking out of the window. Hopefully this is still a skill which will be
used in years to come.

Feature: Arctic shipping – growth amid uncertainty
Arctic shipping – growth

amid uncertainty
Are shipping lines undertaking supplementary resilience building measures?
Northwest Passage (NWP) through the Canadian Archipelago (Figure

Dr Roozbeh Panahi 1). The NSR experiences a higher amount of traffic. A third route, the
Dept of Supply Chain Management, Asper School of Business, MB, Canada Transpolar Sea Route (TSR) – a mid-Arctic ocean route, compared to
Professor Adolf K Y Ng two other coastal routes – is less explored due to extreme ice conditions
St. John’s College, University of Manitoba, MB, Canada (Ng et al., 2018). A recent report by the Arctic Council’s working
group on the Protection of the Arctic Marine Environment shows
Dr Mawuli Afenyo 1,628 unique ships operating in the Arctic in 2019. Of these, over 40%
Transport Institute & Dept of Supply Chain Management,
were fishing vessels, followed by ships classified as other (eg, research,
Asper School of Business, MB, Canada
icebreakers) and general cargo vessels.
Seafarers in the Arctic face unique risks specific to these regions, as
C
described under the hazard sources section of the International Code
onsidering the unique challenges operating in the Arctic,
for Ship Operations in Polar Waters (the ‘Polar Code’). This calls for
it is fair to assume that shipping lines are undertaking
support from shipping stakeholders in planning and preparation for,
supplementary measures to build resilience beyond those
absorbing, recovering from, and adapting to the Arctic environment
enforced by rules and regulations. We carried out a survey
(Linkov et al., 2014) to develop and enhance system resilience. It is
that enabled us to test this hypothesis and determine the state of
therefore, critical to understand what role the main stakeholders are
preparedness of these companies to meet the challenges posed by playing in the face of this new environment (Figure 2). To establish
operating in these latitudes. how far this is happening, we focused on shipping lines active in the
The situation region, asking seafarers ‘What is the state of Arctic shipping lines in
Shipping traffic in the Arctic may be described as either ‘destinational’ undertaking supplementary resilience-building measures?’
– going into a certain location and out by a similar route – or ‘trans- 2. Material and Method
Arctic,’ using the waters as a transit corridor between two points. The We carried out the survey using a non-probability sampling approach
two are driven by different factors. (called ‘cold-calling’ or ‘chain sampling’). The technique is especially
Trans-Arctic shipping currently takes place along two main routes: useful when trying to reach a population that is inaccessible or hard to
The Northern Sea Route (NSR) along Russia’s northern coasts and the find.
Figure 1: Arctic shipping routes (http://www.arcticportal.org) Figure 2: Icebergs along the NWP route (Source: Authors)

Feature: Arctic shipping – growth amid uncertainty
We began the research with crew onboard a research ship during a implemented supplementary measures. About 65% are discussing such
trip through the NWP in August 2019. We approached seafarers who measures, and about 20% are actively planning them – only 15% are
met the following criteria: in the process of executing these plans. The statistical significance of
1. Master, first or second officer; the results was confirmed by a Wilcoxon t-test comparing the group
2. Have at least five years experience working on cargo carriers in the undertaking ‘discussion’ on one side with the group undertaking
Arctic; implementation planning on the other.
3. Have at least ten years experience in the shipping industry. We therefore reject the null hypothesis (starting point set out
After the trip, a snowball sampling technique was applied to gather in paragraph 1) proposing that shipping lines are ‘executing a
more data. This continued for six months considering time, financial, supplementary set of resilience-building measures’ in response to the
and workforce limitations, and resulted in 61 valid responses over eight inherent uncertainties of Arctic shipping.
shipping lines. With about 65% of companies surveyed still ‘discussing the issue’ of
Responses were graded from 1 to 4 (see table one), covering a undertaking resilience-building measures, many are still not sure how
spectrum from negligence to conforming with required actions to implement their supplementary plans, if there are any, or where to
through to actively implementing supplementary changes above the even begin.
regulatory minimum. In this way, we could understand whether the This may be a result of seafarers’ perception of the importance –
sector as a whole is moving towards resilient development or whether or otherwise – of undertaking supplementary measures. In addition,
it is just ‘business as usual’ (ie being reactive and implementing what is they may have yet to see the economic value of instituting strategies
provided by others). that would not result in immediate benefits. Seafarers believe that the
Examples of Arctic Shipping Resilience Builders (ASRBs) were increasing commercial pressure (eg, tighter scheduling) in response
provided, including carrying an ice pilot, having extra qualifications/ to infrastructure development in the Arctic makes it imperative to
training, having complementary risk management plan, detailed decrease uncertainty by undertaking supplementary resilience-building
voyage planning, and implementing an appropriate Polar-class ship. measures. That being said, unless such measures are put into practice,
no one can guarantee their effect as and when they are required by
Grade Description IMO.
1 Have neither implemented nor will consider supplementary To become more effective in reducing the risk factors and preserving
ASRB*. the safety of shipping in the Arctic, shipping lines should take the
2 Are discussing but have not implemented supplementary lead and demand improvements. Considering the state of these
ASRB. companies, however, this seems out of reach at least in the short term
as suggested by the seafarers. Here it should be noted that it will also
3 Are planning but have not implemented for supplementary be of great importance to look at the issue from the shipping managers’
ASRB. perspective. Such an investigation may or may not result in the same
4 Have implemented supplementary ASRB. outcomes. Either way, this would help to have a comprehensive
* ASRB: Arctic Shipping Resilience Builders understanding of the situation. This remains to be explored in future
Table 1- State of shipping companies in developing resilient research.
Arctic shipping
Results and discussion

The outcome of the survey is shown in Figure 3. All shipping lines
surveyed have made some contribution to resilience-building measures
– but implementation is as yet mostly confined to those measures that
are regulatory requirements.
It is believed that over 85% of such companies have not yet
63.9
Share (%)
22.2
13.9
No action Discussion Planning Plan execution
Figure 3: State of supplementary resilience- A fully referenced version of this article is available from the editor
building measures in shipping lines to address Arctic on request
shipping uncertainties (Source: Authors)

Feature: A 21st century training ship – with a purpose
A 21st century training ship –

with a purpose
Purpose-built dual role Humanitarian Aid and Disaster Relief (HADR) and training ships can provide
quality sea time for cadets while serving a real purpose
It is perhaps surprising, and certainly worrying, that there have

Captain Kevin Slade MNM, CMMar, FNI been no vessels built specifically to deliver humanitarian aid and
Chairman, Britannia Maritime Aid disaster relief (HADR) to the 2.4 billion people who live close to the
335,000 nm coastline of the world. With climate change resulting
in increasingly severe natural disasters, the need for HADR vessels is
growing.
T
raining ships are not a new concept – the UK Merchant
fleet used to have many that produced first class officers in The concept
a commercial training environment. But they are, perhaps, The concept ship being developed by Britannia Maritime Aid (BMA)
one that could do with updating. What is now proposed is helps solve both of the problems outlined above at once. The vessel is
a new training ship concept; to provide the youth of today with the designed to be continuously engaged in onboard and off-ship activity,
opportunity and tools to help address the global challenges of the future. while offering sufficient accommodation for a large number of trainees
Dedicated training ships still exist and there are currently over 100 – but still limited in number to ensure each individual receives a
government supported ships for naval and mercantile trainees in proper exposure to a working environment.
Sweden, Russia, Poland, Japan and the USA, to name just a few. The The proposed vessel will be a ro-pax ship equipped with the means
majority are sailing ships, enabling trainees to experience activity-based to deliver humanitarian and medical aid over the beach. It can also
training to supplement the onboard educational training. However, provide a supply and people base for large scale humanitarian projects
these vessels are very expensive to operate, have no income generation such as rebuilding devastated communities. It is eminently suitable for
activities, and provide little if any commercial experience. carrying out a host of other activity when not engaged in disaster relief
Huge financial investments are made in maritime training work, such as regional training exercises, safety training, ocean and
establishments, yet very little effort is made in providing sea berths beach clean-ups and medical support programmes.
and onboard cadet training. Most trainee seafarers today depend on A principal objective is that 50% of the entire onboard complement
commercial trading ships to gain STCW sea time, which unfortunately will be trainees, both maritime and non-maritime. Each vessel will
is not always available. The global lack of training berths is becoming incorporate a maritime skills academy, including classrooms and
acute and needs to be addressed urgently, or the supply of qualified simulator suites, as well as an educational centre for all onboard
seafarers needed to support the huge maritime industry, afloat and trainees. The vessel will carry seconded MET lecturers who, as well
ashore, will become severely restricted. as refreshing their own seagoing experience, will be able to provide
The increasingly poor onboard training environment, in which ship’s each maritime trainee with a personal development plan and a proper
officers are unable or unwilling to provide quality time to cadets, may structure on which to base future sea going postings.
well make a period of time in a properly structured seatime regime a In summary, the proposed HADR ship will:
necessity. To be effective, sea time must expose trainees to a wide range O Provide value plus STCW-compliant seatime for maritime trainees;
of experiences to reinforce the underpinning theory taught in colleges. O Deliver learning in a dedicated and structured marine environment;
O Allow MET lecturers to update their own maritime awareness;
Being exposed to the everyday operational challenges of a busy vessel
O Provide optimum simulation opportunities within a real time
at sea or in port and working alongside professional crew on board will
make for a more well-rounded comprehensive seatime experience. environment;
O Be a cultural awareness platform for international student exchange;
We therefore need a facility where a large number of trainees can be
O Enable mentoring and personal development planning;
assigned to a ship that is engaged in continuous activity – and not
O Provide an induction and awareness base for those requiring
simply a floating classroom.
maritime experience – maritime studies students, port operations
Disaster Relief staff, support staff engaged in associated maritime industries,
The requirement for disaster relief is global; natural disasters do not eg insurance, legal, shipbroking, procurement, shipowning,
recognise borders. The role of vessels in providing disaster relief is shipmanagement, ferry operation, etc;
currently met mainly by naval and naval auxiliary vessels with varying O Give every trainee a meaningful working experience.
degrees of built-in facilities to assist in humanitarian disasters, mostly Training of onboard personnel will not be limited to maritime
providing first response shelter, medical aid, food and evacuation. activity. These vessels will be utilised as a mobile training base for other
However, all of them have limited and short-term sustainability. skills, including but not limited to:
Once the immediate situation is stabilised the vessels are inevitably O Undertaking and supporting local maritime education and training
withdrawn to resume their naval role. activities;

Feature: A 21st century training ship – with a purpose
O Operating as a safety training centre for local small craft, fishermen Cost
and passenger ferries; Unlike a naval vessel, build cost can be mitigated by a high resale
O Delivering maritime courses from an integrated Maritime Skills value. Operational costs can be mitigated in many ways, such as by
Centre – courses ranging from basic seamanship to computer undertaking cargo projects (preferably carrying aid), space hire, taking
simulation; eco-passengers, applying for NGO and charity funding, carrying
O Engaging in ocean advocacy and environmental awareness activities out ocean advocacy and research, etc. The vessels can also qualify
such as beach and ocean clean ups, in association with local youth for International Aid funding – something which is not possible for
associations; military vessels.
O Utilising the integrated medical centre for medical training, Unlike other training ships the BMA vessel will not be dependent
vaccination and awareness programmes. upon trainee income alone – a tremendous advantage. To put this into
perspective, the USA is presently building up to five national security
Ship design and build
multi-mission vessels (NSMV), each with state-of-the-art training facilities
The BMA design, which is being developed in association with
for up to 600 marine cadets. These ships will have a dual role as disaster
Cammell Laird, is based on a standard 140m ro-pax hull with
response vessels capable of housing up to 1,000 emergency personnel
integrated HADR facility, medical and training centres. It will be
These vessels are being financed by MARAD, the civilian organisation
capable of:
responsible for the US Merchant Marine. However, few countries
O Delivering up to 6,000 tonnes of embarked stores and equipment;
or organisations can afford the cost of these ships, which will only be
O Carrying out airborne surveys from manned and unmanned rotary
operational for three months per annum, hence the need for a more
and fixed wing aircraft;
cost-effective solution with a wider range of operations.
O Accommodating up to 200 persons from regional and international
volunteer relief/rescue groups; A global HADR fleet
O Putting equipment ashore regardless of the navigable and operational The ever-increasing damage resulting from the consequences of
state of port and harbour facilities; climate change calls for an innovative and dedicated solution, not the
O Delivery ashore of a containerised and tented WHO 2 field hospital; current ‘first aid’ approach of assigning warships and auxiliaries with
O Delivery ashore of suitable clothing and austere tented limited time and facilities to disaster relief missions.
accommodation for the homeless; Climate change is global and requires a global response. There needs
O Delivery ashore of suitable vehicles to immediately conduct rescue, to be an international effort to help those nations that cannot afford to
rebuilding and recovery operations; build their own vessels but are able to crew and deploy them effectively.
O Feeding 2,000 persons twice a day; This can be achieved by the introduction of a worldwide fleet of HADR
O Making, carrying and distributing 1,000 tonnes of fresh water; vessels strategically stationed, with the cost underwritten by governments,
O Act as a communications and coordination base and mother ship. NGOs and charities. These vessels could deliver regional humanitarian
The use of a standard ro-pax hull and the relatively simple aid projects whilst not on disaster relief activity.
integrated facilities allows multiple yard construction, enabling smaller Properly trained seafarers are an investment, not a cost, and are
international shipyards to participate in the build. Importantly, the valued contributors to any economy.
whole length and breadth of the vessel can be designed to lift and The BMA vessels will be the world’s first ships specifically designed
deliver aid cargoes and projects to ports with little or no infrastructure. to deliver both aid and related training. This is a great opportunity for
The huge expense of incorporating limited disaster relief facilities into dealing with the consequences of climate change – and what a great
hulls designed for military activity is therefore avoided. project for COP26 next year.
The proposed USA NSMV ship (Credit US MARAD)

Nautelex
David Patraiko FNI rounds up the latest news, releases and events affecting the
Î maritime professional throughout the world
ICS Annual Review Inside Ship
Î The International Chamber O Piracy in West Africa; ICS, along with industry partners,
Î The Loss Prevention team at
of Shipping (ICS) has published O The continuing migrant crisis in proposed the establishment
the UK P&I Club has launched
its Annual Review for 2020. The the Mediterranean; of a USD 5 billion global R&D
a new series of animated
Review covers a broad cross- O Supporting the successful fund dedicated to zero-carbon
training videos promoting risk
section of issues in which ICS is implementation of the IMO 2020 technologies. Support from
awareness and encouraging
engaged on behalf of the global Sulphur Cap and the IMO Ballast governments for this bold initiative
risk management practices on
shipping industry, including: Water Management Convention; will be critical if we are to deliver
board. The ‘Inside Ship’ videos
O The impact of Covid-19 and the O Defending the global pollution on the ambitious IMO objective to
add to the UK Club’s Loss
intensifying crew change crisis, liability regime; at least halve total emissions from
Prevention training resources
with related restrictions on O Pushing for a fundamental
shipping by 2050.”
and will complement other
review of the STCW Convention The 2020 Annual Review can
travel and the ability to rotate training videos such as the
be downloaded at https://www.
crew leaving 400,000 seafarers on seafarers’ training standards. Lessons Learnt series.
ics-shipping.org/free-resources/ics-
stranded at sea. Speaking on the publication The Inside Ship series will
annual-review Í
O Efforts to decarbonise of the Annual Review, Esben provide videos on potential
shipping, including the Poulsson, ICS Chairman said: risks, with the aim of avoiding
ongoing negotiations at the “While much of this Review them, and is based on risk
UN International Maritime necessarily focuses on Covid-19, assessors’ real world experience
Organization (IMO) and the the vital work of ICS continues, carrying out risk assessments
radical industry proposal for a representing the global industry on board members’ vessels.
USD 5 billion fund to accelerate with its global regulators. This Each video highlights a critical
the research and development includes critical work on the risk area found on board and
of zero-carbon technologies. reduction of the industry’s CO2 suggests mitigation techniques
Other activities cover a wide emissions, to which ICS remains for preventing the risks
range of subjects, including: fully committed. Last December, becoming a claim.
The first video will focus
on the importance of taking
proper samples during bunker
Sniffer Drones operations.
Stuart Edmonston, Loss
Î The French Ministry of the Sea is Prevention Director at UK P&I
deploying a sniffer drone on a trial Club said: “Every year the UK
basis to sample ship exhaust gases Club handles thousands of
in the strait of Pas-de-Calais, with claims. The insight gained from
the aim of tightening control over this has enabled us to develop
ship emissions in French waters. an in-house risk assessment
Operations started on 23 programme, focused on threats
September and will continue that we know from experience
for a period of three months, cause claims. We invite our
with flights taking off from the Members to commission
Regional Surveillance and Rescue our experienced team of risk
Operational Centre (CROSS) assessors, all ex-Masters or
Gris-Nez. The unmanned aircraft Chief Engineers, to conduct
will fly above the Pas-de-Calais risk assessments on board their
traffic separation scheme, which entered ships.
is part of the North Sea Sulphur “The sole aim is to assist
Emission Control Area (SECA). in identifying and mitigating
Ships navigating in this area threats based on the vessel
must not use fuel with a sulphur and fleet claims history. The
concentration higher than 0.1% assessments show how major
whereas in other areas the Credit: Nordic Unmanned hazards could occur on the
limitation is set at 0.5%. The drone vessel and suggestions on
will monitor sulphur concentration THETIS-EU, a European database next port of call. EU member states safeguards to prevent them.”
in exhaust gases and transmit data used by authorities around Europe will be informed of any breaches in More information on the
including images, flight trajectory responsible for ship inspections. order to facilitate the coordination Inside Ship series as well as
and gas measurements live to the If the emissions measurement of ship inspections. Í the first video can be found
taken by the drone reveals a at https://www.ukpandi.com/
European Maritime Safety Agency’s
news-and-resources/video-
Remotely Piloted Aircraft Systems breach in the sulphur limit, a ship
library/ Í
(RPAS) data centre. This is linked to inspection may be triggered at the

GOT AN EVENT TO PROMOTE?
Branch activities Let us know at

branches@nautinst.org
A round-up of news and events from NI branches across the world.

Î Send your updates to branches@nautinst.org
SRI LANKA BRANCH
Celebrating World Maritime Day – for the first time
Speakers and attendees at the event

Î This year, the Sri Lanka Branch celebrated develop Sri Lanka as a maritime hub. fuel oil regulations, MARPOL Annex VI, the
World Maritime Day for the first time, meeting Dr Leslie Hemachandra AFNI, CEO Laugf Energy Efficiency Design Index ( EEDI) and the
at an event held on board the ‘8° Boat’ at Maritime and IMO Consultant spoke on seafarer importance of ratifiying IMO conventions.
Cinnamon Lakeside. education today. He said that Sri Lankan Dr Dan Malika Gunasekara looked at the
This event was organised by Capt Nish seafarers are highly skilled and they will not be legal provisions to deal with the scenario. He
Wijayakulathilaka FNI, IMO Goodwill Maritime leaving the sea for alternative jobs, even in the outlined the relevant conventions, including
Ambassador and Vice President of The Nautical face of the Covid-19 pandemic. UNCLOS 1982, the Salvage Convention 1989,
Institute. In line with this year’s theme of Prof Nalaka Jayakody FNI, Vice-Chancellor, Civil Liability Convention for Oil Pollution
sustainable shipping for a sustainable planet, Northshore Campus, looked into the reasons Damage 1992, Fund Convention 1992,
the event aimed to increase awareness on behind a variety of past incidents, including Intervention Convention 1969 and SOLAS.
the importance of shipping safety, maritime collisions and explosions. Were they due to the Dr Terni Pradeep Kumara, general manager
security and the marine environment. quality of seafarers, or could there be other of the Marine Protection Authority (MEPA),
The debate and following discussion featured causes? He explained that 90% of accidents are explained about the process of seawater
a number of distinguished experts speaking on due to human error. sampling and other work to detect and clean
a wide variety of topics: Several of the speakers addressed the up oil leakage from the New Diamond.
Prof Admiral Jayanath Colombage FNI was recent catastrophic fire on board the tanker The event was a great success, allowing for
asked what future plans can be suggested to MT New Diamond. Eng. Saman Kumarasinghe, a lively discussion and question and answer
help the Sri Lankan economy make the most Country Manager for DNV GL, looked at what session with the distinguished audience.
of its position on an international sea route, the fire would mean in terms of the IMO Our thanks to event sponsor Akalanka
and what barriers would need to be overcome sustainable development goals with respect Ratnayake, Director, International Marine
to implement them. He gave a lengthy and to decarbonisation and reduction of air Service (pvt) Ltd.
detailed reply, emphasising that the Far East to pollution. Among other things, he answered Capt Nish Wijaykulathilaka FNI
Europe main sea route runs just 15 nm south questions about fire fighting mechanisms on
of Sri Lanka, giving excellent opportunities to board tankers. He also explained low sulphur
NW ENGLAND AND N WALES BRANCH
Mental Health Awareness and Wellbeing

Î The branch held its first monthly meeting need for the recently published ‘Standard’ concerns or issues people had regarding their
of the 2020/21 season in September. Like regarding Mental Health Awareness and own lives, both at work and at home. This
many branches throughout the world, due Wellbeing (copies can be obtained from proved to be an interesting exercise which
to the pandemic it was held online in the either www.mntb.org.uk or www.witherbys. lead to two breakout sessions, initially one to
form of an interactive webinar. It was held com). It is expected that understanding of the one with another participant and then another
at 1400 hours – which in hindsight possibly Standard will eventually become part of STCW with four members of the group. Both proved
restricted all those members working from Certificates of Competency. to be interesting and engaging exercises for
home from being able to participate in what He then talked attendees through the everyone.
was a very enlightening session given by production of what he described as an Captain Ian Mathison FNI
Dr Chris Houghton. ‘Awareness of Self’ diagram. The object of
Chris explained in detail the origins and this exercise was an attempt to identify any

Branch activities
WESTERN AUSTRALIA BRANCH

STS Leeuwin visit and presentation
Î Although the Covid pandemic has created havoc around the world, it – served by the cadets. Dinner was followed by presentation of the NIWA
has not stopped our small membership here in Perth, WA from continuing Outstanding Youth Volunteer Member 2020 Annual Award and runner-up
with our membership activities. prize, presented to Tasmin Lyle and Guinevere Richards respectively by
The NIWA committee took advantage of a generous invitation from the Capt Dilip D’Souza.
STS Leeuwin Foundation to hold a joint session with COMMA on board The keynote presentation, on the Leeuwin Foundation’s cadet
the STS Leeuwin while alongside at Victoria Quay, Fremantle. Our hosts programme, was held on the main deck after the sun had set, and was
Capt. Angela Lewis, Master of the Leeuwin and Carol Shannon, Leeuwin projected directly onto the mainsail (what a great idea that was!)
CEO, welcomed members and guests on deck before dinner in the Saloon Capt Zubin Bhada AFNI
STS Leeuwin alongside Victoria Quay – Combined session (COMMA & NIWA) held 30 Sept 2020
Reference code: SEA
The keynote presentation, NIWA Outstanding Youth

on the Leeuwin Foundation’s Volunteer Member 2020
cadet programme, was held Annual Award and keynote
on the main deck after the sun speaker presentations were
had set, and was projected read out by NIWA Secretary
directly onto the mainsail Capt Zubin Bhada
The Royal Alfred

Seafarers’ Society
Providing the highest standards of residential,
nursing, dementia and respite care, including
sheltered housing for independent living, for
former seafarers and their dependents. Set in a 14
acre estate, our Surrey based care home provides
like-minded companionship and support for
Capt Dilip D’Souza (NIWA Capt Dilip D’Souza (NIWA seafarers and a safe haven for those in old age.
member) presenting the NIWA member) presenting the
2020 Annual Award to Carol NIWA 2020 Annual Awards
Shannon, (accepting the award – Runner Up to Leeuwin IF YOU KNOW SOMEONE WHO NEEDS OUR HELP, PLEASE CONTACT US
T- 01737 360 106 E- admin@royalalfred.org.uk www.royalalfredseafarers.com
on behalf of Tasmin Lyle) Cadet Guinevere Richards

Branch activities
Meet the VPs

Captain Nish Wijayakulathilaka FNI
The Nautical Institute: Why did you decide to enter the maritime
industry?
Capt Nish: I read stories about exploring the world by Vasco De
Gama, Columbus, Ferdinand Magellan, and the adventurous sea
voyages of Robinson Crusoe during my school years. I was living very
close to the sea where I used to watch the ships sailing and vanishing
into the horizon with great interest. That could be the reason behind
why I became a seafarer.
Tell us about your early years in the industry

I started my maritime education at the University of Moratuwa, Sri
Lanka and my sea career on board bulk carriers under the Gear Bulk
fleet, managed by Buries Marks Ship Management. The training
was tough but I enjoyed my time at sea. I have sailed in various ranks
from Cadet to the Master all over the world.
Since I wanted to progress up the ladder in the maritime industry,
Capt Nish Wijayakulathilaka FNI was appointed Vice President
I took the various courses offered by maritime institutes and
of The Nautical Institute at the AGM on 2 July 2020. During his
classification societies including DPA, ISM, ISPS, MLC Internal
time at the Institute he has been a Council member and the
Auditor, Dynamic Positioning Training, QMS Auditor and Ship New
Secretary of the Sri Lanka Branch between 2014 and 2020.
Building and Certification.
the President and team at the NI, believing that our efforts should
What is your current role – and what do you enjoy most about it? be to assist fellow maritime professionals during Covid-19 and
I’m currently working for a ship management company as a senior to support their career development and wellbeing. I would also
manager covering DPA and ship management duties. I enjoy like to enhance the research arm of the NI by collaborating with
the job as I still experience the sea by implementing all the IMO universities and providing expert guidance to researchers.
instruments onboard our ships. At my previous company, I learnt a
lot about salvage, towing and tow contracts and had the chance to Tell us about your role as an IMO Ambassador
work with world leading salvage companies. As an IMO Goodwill Maritime Ambassador, I’m a spokesperson and
advocate for the maritime and seafaring professions. IMO Goodwill
How did you become involved with The Nautical Institute? Maritime Ambassadors are encouraged to share their passion about
When I was working as a Marine Manager in Sri Lanka, I had the maritime world with others, particularly young people who are just
the chance to read Seaways and it made me realise the value of starting out with their further education, apprenticeships and careers.
becoming a member of an organisation like The Nautical Institute. This allows IMO Goodwill Maritime Ambassadors to engage,
I started out as a member and then became the Assistant Secretary inspire and call upon young people to consider careers at sea or in
and Honorary Secretary of the Sri Lanka Branch and a council the maritime industry. The goal is to reach new target audiences and
member before finally being appointed as a Vice President of the inspire a new generation of maritime experts and seafarers.
NI and awarded with a Fellowship. By organising, participating and representing the maritime
During my tenure as the Secretary of the NI Sri Lanka Branch and industry, physically, virtually and through social media, young people
as a council member, I met many maritime professionals from around are being motivated to choose maritime careers. This is supported by
the world. I have also contributed to and organised many maritime organising workshops, seminars and meetings among professionals.
events including seminars, workshops and meetings. I was the The role also encompasses assisting stranded seafarers during
Secretary of the Steering Committee when the NI International AGM Covid-19, which includes helping them to get their wages
and Grand International Seminar were held at Colombo in 2013. by contacting recruitment companies, embassies and other
When I took over as Secretary of the Branch, the number of international bodies like the ITF and the ILO with the assistance of
members was around 32 but by the time I handed over duties, it the IMO legal team.
was more than 90. By actively organising seminars with the Branch
Executive Committee and using our resources and personnel, I Is there any area of the maritime industry you are particularly
believe we’ve delivered a great deal of knowledge to the industry. passionate about?
Of course I like the sea as I’m a seafarer but I’m now training to
What are your main aims as an NI Vice President? become a lawyer. I have completed my LLB and am reading for an
I am honoured to become a Vice President of The Nautical Attorney at Law as I wish to become a maritime lawyer one day.
Institute. I plan to launch innovative proposals in association with

Letters
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A 21st century training ship – with a purpose Mooring safety design

Î Readers of the article on p 28 https://petition.parliament.uk/
Î Thank you for conducting the installed under the angle and
may be interested to know that the petitions/549072
‘Improving Design’ webinar. I’m have a bollard/roller to guide a
UK Government has now Last month we commemorated
currently involved in several winch line as a spring. Due to
published our e-petition calling on Merchant Navy Day when we
operational improvement inability to run a spring off the
the Government to build remembered and commemorated
projects at our company and one winch by design, the vessel still
specifically designed ships in the those Merchant Navy seafarers
of them is around mooring. does this but using very poor
UK with a dual purpose of who sacrificed so much for us
Despite the fact that we are practices – see photo below.
providing disaster relief/delivering – and the world. What better way
to commemorate their memory operating only self-unloading
UK Aid and training the next
than by using the sea to directly bulk-carriers, due to an
generation of UK and
deliver help to those in need, and increasing number of mooring
commonwealth seafarers.
We need 10,000 signatures to at the same time train future incidents externally and
obtain a response from the generations of seafarers. internally we are implementing
Government, so we would be very Kevin Slade (Captain), MNM, OCMIF MEG4 on board our fleet.
grateful for UK readers’ support CMMar, FNI, Master Mariner As part of our mooring review,
(signatories must be UK residents) Chairman, Britannia Maritime Aid we have identified that most of
by signing the petition, using the our handysize vessels have only
link: four winches per station and no
designated spring winch. This
means that the spring has to run The feedback to naval architects
off the warping drum and onto
Caution on PPU usage the bitts. Having no tied spring,
is to consider using the outboard
winches to run a spring, meaning
Î Whilst Cdr Stanley makes nor shall it be construed as the vessel would move during adding one or two rollers and
some valid points in his article intended, to be a primary source cargo operations, which might having sufficient space available.
Maximising Situational for navigation”. be acceptable if we were The only hurdle I see is that the
Awareness in Pilotage (Seaways, Anecdotal evidence of PPU operating the cranes onto open winch would have to be operated
July 2020), his promotion of PPU failures abounds including pile. However, our vessels are with the line either from the top or
as the pilot’s ‘prime source of consistent failures at the writer’s self-unloaders with engaged from the bottom (due to changing
information’ is unfounded and current assignment. There is a lot boom into the shore hopper – or of direction when you run
approaching recklessness. PPU is of water to go under the bridge in the case of cement pneumatic backwards), and this is against
fallible technology with a (excuse the pun) before the carriers we are connecting design.
significant failure rate. It is not a Industry gets to the stage of high-pressure hoses to the shore Member no. 2015496
regulated industrial quality evolution that Cdr Stanley facility. Similar to the wet fleet, Name and address supplied
electronic device, there are no proposes; in essence looking at a we can’t afford for the vessel to
mandated standards for PPU PPU rather than looking out the move forward and aft during
equipment and indeed Cdr window. cargo operations, as we risk
Stanley’s own Navicom Dynamics Captain Chris Kaye MNI damaging the shore facility.
PPU equipment comes with the One of our vessels has the
warning that: “It is not intended, same four winches, but they are
Marine pilots
Î I enjoyed Capt Pantoja’s Pilot’s I was piloting a (fairly) large ro-ro alongside’ and he promptly helped degree swing to starboard and
Column in the October 2020 issue. container ship inwards and it must the ship with thrusters to the then a stern-first approach to the
Although written with tongue in have been an uncharacteristic berth. As chance would have it I berth starboard side to. The
cheek, there is a lot of truth in what ‘turtle’ day for me. The Captain had the same ship with the same berthing went well and when we
he writes and it has prompted me made no comment on my ship Master inwards a few weeks later had finished with engines, I said to
to write about an experience of my handling until we were about three and I thought to myself ‘Today I am the captain: ‘That was better than
own. Of course ‘Safety First’ is metres off and parallel to the berth going to be a Cheetah Pilot’ (I had last time’. His reply? ‘What do you
always our motto but as we gain when he said rather impatiently never heard the term ‘Cheetah think this is? A bloody speedboat?’.
experience we tend to enjoy something to the effect ‘For Pilot’ but you know what I mean). Capt Malcolm Armstrong FNI
piloting with a bit of flair. One day goodness sake let’s get this ship The manoeuvre involved a ninety

Letters
Death and rescue in enclosed spaces

Î I was dismayed to read of the deaths of I suggest this definition, modified from an Typical examples are void spaces, ballast
seafarers in a recent MARS Report, as edited older definition I have used. It is based on tanks, fuel tanks.
from MSIU (Malta) report 15/218. The tragic analysis of many incidents. A hazardous atmosphere is one that
events followed previous incidents (use of A potentially hazardous space is a space or could cause injury or death due to oxygen
electrical cleaning agent, working inside, area that: deficiency, flammable or toxic vapours.
leaving, re-entering without testing) such as 1. is enclosed or partly enclosed; Rig for rescue before entry. Spaces on
happened before, in Vanuatu Report 7024. 2. is not designed or intended for continuous ships rarely require complex equipment for
While the confinement/enclosure of a human occupation; (note that being rescue, but rescue must be practised before
space is a factor in retaining a hazardous designed for occupancy does not remove the entry. It is too late after the alarm is raised. I
atmosphere, designating spaces in this space from being potentially hazardous. Crew say this having performed two real rescues
manner is not achieving safety. Hazardous members have died in passageways, cabins, and many practice rescues from all types of
awareness is lacking. Crew members have toilets and storerooms); spaces and vessels.
died in storerooms (Sava Lake), chain lockers 3. has limited or restricted means of entry or Testing and ventilation: if you test and
(Viking Islay), access tunnels (Star Ismene) and exit that may complicate the provision of First ventilate before and during the entry, the
even cabins (‘Able seaman dies in cabin due to Aid, evacuation, rescue or other emergency only rescue ever required will be for illness or
high concentrations of phosphine gas’). None response (for example, fall protection may injury, not asphyxiation. If a crew member is
of these spaces were designated as ‘enclosed’ be required to enter and exit and may be ill or injured, we have time to perform a safe
(or ‘confined’) so no testing or ventilation required inside. Examples include cargo rescue, provided the atmosphere in the space
took place. Over and over we find almost holds, fuel tanks); is controlled and safe.
identical chains of events ending in deaths. 4. has, or may develop a hazardous atmosphere Finally, we must practise. If, during a
Merely assessing if a space is confined due to its contents, design or location, or planned entry, we allow time (generally less
(enclosed) is not sufficient. Instead, we must the contents, design or location of adjacent than five minutes is required) to perform a
begin asking ‘Is this a hazardous space?’ and spaces; practice rescue, then the workers proceed
’Will the work we plan to perform cause this 5. may develop a hazardous atmosphere due to knowing they are capable of rescuing a
space to become hazardous?’ For example, work being performed in or adjacent to it, or colleague should conditions change.
you might perform actions involving fuel in in an adjacent compartment; Clearly, what we have been doing is not
your garage or carport which you would not 6. is large enough and so configured that a working, so we must change our approach.
perform in your kitchen. worker could enter to perform assigned work. John F. Lewis, FNI
GOT SOME NEWS?

The NI out and about Let us know! editor@nautinst.org
Representing The Nautical Institute

Î to the maritime industry and beyond
Congratulations to Prof. Congratulations also to The
Adam Weintrit FNI (right), Nautical Institute’s Immediate Past
Secretary of the Poland President Captain Nick Nash FNI,
Branch of The Nautical who has been promoted to
Institute, who has been commodore of Princess Cruises’
appointed Rector of the global fleet, the seventh in the
Maritime University of Gdynia cruise line’s history. Commodore
for the 2020-2024 term of Nash becomes the senior master of
office. the fleet, representing the interests
Prof Weintrit is a specialist of all ships and its captains.
in navigation, surveying, “It’s an honour and a testament
cartography and maritime transport. He is the organiser of the to his dedication as a master
international scientific conference TransNav, attended by more than 300 seafarer to name Captain Nick Nash
participants from all continents, and has written or co-authored more the next commodore of our global
than 300 scientific publications, mostly in English, including 18 books fleet,” said Jan Swartz, Princess
Commodore Nick Nash FNI
and 19 monographs. Cruises president.
Certificate of appreciation – Mr Kitack Lim

The India (South West) Branch wound up a major campaign of appreciation for those working
to get stranded seafarers back home with the presentation of a Certificate of Apprecation to
IMO Secretary General Kitack Lim. The certificate was awarded at an online ceremony
coordinated by Capt Vinod Naveen AFNI and attended by NI President Jillian Carson-Jackson FNI,
Chief Executive John Lloyd FNI and Captain Andy Winbow FNI, Chair of ISWAN, among others.

Obituaries
Captain Jim Varney, FNI
Born in the port of Great Yarmouth, Norfolk, UK., from an early age Jim After 14 years at sea, Jim, by then married, came ashore in Auckland
was sailing in small boats with his fisherman father on the North Sea. to become a local tug master and harbour pilot, and eventually
Jim went deep sea as an ordinary seaman boy in 1946, having Harbour Master.
attended pre sea training at the Prince of Wales training school, then Jim’s involvement in many maritime organisations over the
worked his way up ‘through the hawse pipe’. In 1957, having been intervening years was legendary, including the ‘Spirit of New Zealand
promoted to Chief Officer on the New Zealand Shipping Co cadet Sailing Trust’, NZ Company of Master Mariners, the NZ Merchant
ship Rakaia, Jim was involved in a particularly memorable incident Service Guild, the International Maritime Pilots Association and a
whilst en route from New York to the UK. A few days after departure, Justice of the Peace.
the vessel suffered a major main engine breakdown. While the engine Finally but by no means least, Jim was a founding member of the
room staff set about doing what they could down below, Jim and his New Zealand Branch of The Nautical Institute, which held its first
deck crew rigged a large square sail using hatch tarpaulins. The main meeting in Auckland in November 1983.
engine was eventually partially remobilised and with the wind behind Jim passed away earlier this year after a period of illness just prior to
her for most of the passage, Rakaia managed up to 8 knots under the Covid-19 pandemic hitting our shores. He leaves behind his wife,
sail and power, eventually making Liverpool some 14 days later. The Pat and extended family.
owners and insurance company gave the full crew a month’s extra pay
for their efforts.
Captain C.B.( Barry ) Thompson, RD, FNI

A Londoner by birth, Barry went to sea as an apprentice with Port Line of New Zealand’s two sail training ships Spirit of Adventure and Spirit of
Ltd in late 1945 – but very nearly didn’t make it past his second year New Zealand.
of sea service when, on a voyage from UK to New Zealand he tripped As a specialist writer on nautical matters, Barry has written diploma
while painting an out-turned accommodation gangway ladder and fell courses for the International Institute of Marine Surveyors (IIMS)
overboard. The ship was steaming at about 14 knots, so by the time authored or co-authored several books, including Surveying Marine
the alarm was raised, Barry was alone in the wide blue mid-Pacific. Damage, and writtten extensively for the maritime press .
Undeterred, Barry went on to arguably greater things and spent Along with Jim Varney and one or two others, Barry formed the
several years with the Orient Line, where he attained command New Zealand Branch of The Nautical Institute in 1983 and was its first
before coming ashore in the early 1960s to set up a marine surveying Chairman.
business. He was appointed Lloyds agent for New Zealand and also Barry passed away peacefully, leaving behind two daughters and
served on the NZ committee of Lloyds Register of Shipping. extended families, his late wife, Diana having pre-deceased him.
A liveryman of the Honourable Company of Master Mariners and History indeed, and we are indebted to both of these gentlemen for
for many years a naval reserve officer, Barry’s nautical interests also a life well-served.
included time on the executive committee of the NZ Volunteer Coast R J (Bob) Hawkins FNI
Guard, latterly as President, and as both a Trustee and sailing master
Welcome to our new members

The Nominations Committee has nominated the following for election by Council:
Associate Fellow Vine, J P Captain/Marine Manager Faris, J B Mr/2nd Officer/DPO (US Pearson, D D Mr/Merchant Navy
(UAE) Gulf (Houston)) Officer (UK/Humber)
Borwankar, A Mr/Chief Executive Flinkerbusch, A Captain/Pilot Rattanapupech, S Mr/Chief Officer
(Iberia) Upgrade to Associate Fellow (Netherlands) (Thailand)
Dayal, V Captain/Master (India Foote, A P Mr/ (UK/Bristol Channel) Rodionov, O Mr/SDPO (Ukraine)
(West)) Alonso Aladro, J D Captain/Master
(Iberia) Grigorjevs, A Mr/Chief Officer Rodriguez Hawkins, K A Captain/
Fernando, V Captain/Master (India (Latvia) Pilot (Panama)
(South)) Dillon, B J Mr/Master (New Zealand)
Hanok, M Mr/Master /SDPO Sarafopoulou, A - Ms/Consultant
Galyuza, V Mr/Master/SDPO Jaen Cabalcagaray, F Captain/Pilot
(Indonesia) (Philippines)
(Ukraine) (Panama)
Heartsill, J T Mr/Senior Marine Sharma, M Captain/QMS & Vetting
Grodź, Ł J Captain/Master (Poland) Kavanagh, A R Mr/Master (Australia Operations Engineer (US Gulf (China: Hong Kong SAR)
Harefa, P S C Mr/Master (Indonesia) - VIC) (Houston)) Singh, A K Mr/Operations Manager
Hooda, A Captain/Senior Marine Pearson, D A Mr/Master (UK/ Hodgson, M Ms/ (Australia - QLD) (Singapore)
Suptd (India (West)) Humber)
Howard, C Mr/Chief Officer (Ireland) Smith, A D W Mr/Deck Officer (UK/
Hull, M S Captain/Master (US Gulf Pedersen, K J T Capt/Sr DPO Central Scotland)
(Houston)) Johannesen, A Mr/1st Officer (Faroe
(Sweden)
Islands) Šmits, E Mr/Senior DPO (Latvia)
Kan, R J Captain/Master (UK/South Smith, B S Captain/Master (UK/
West England) Jojadze, M Mr/Chief Officer (UK/ Suparmaniam, S J Mr/Maritime &
North East England) Logistics Manager (Singapore)
Krawczyk, Z G Captain/Master North Scotland)
Srivastava, V Mr/ Master (India Kupriyanov, Y Mr/Master (Ukraine) Umapathy, J Captain/Marine
(Poland) (North))
Longbone, S Miss/ (UK/Solent) Superintendent (China: Hong Kong
Malhotra, N Mr/VP Open Innovation
(Singapore) Mendoza, V A Captain/ (Panama) SAR)
Member Unur, N U Captain/Marine / Training
McDade, C Mr/Vice President (UK/ Mishra, M K Mr./SDPO / Chief Officer
Central Scotland) Bonghanoy, B J Mr/Chief Officer (India (West)) Superintendent (Greece)
Niochet, F Captain/Master (UAE) (Philippines) Munro, S Mr/Technical Director (UK/ Wheeldon, R Mr/Emission Design
Chumak, V Mr/Chief Electronic Solent) Engineer (UK/NW England & N Wales)
Osman, S O A Captain/Master (UAE)
Engineer (Ukraine) Ostapenko, A Lt Cdr/Staff Officer Yadav, R K Mr/Chief Officer (India
Rai, R Captain/Master (India (North))
Damodaran, R Captain/Director (US North East Coast) (North West))
Sharif, M M Captain/Consultant
(Singapore) (India (West)) Pabon, C M Captain/Master DPO
Dimmen, E Mr/1st Officer (Norway) (Philipines)
Associate Member
Singh, G Captain/Sr Marine
Superintendent (China: Hong Kong Endira, T Mr/Navigating Officer Pagliughi, K J Mr/ (US North East Chakraborty, S Mr/Engine Cadet
SAR) (Malaysia) Coast) (India (North))
*Signifies members who have rejoined

Branch Secretaries and development contacts
AUSTRALIA CHINA INDONESIA PANAMA North East US Coast
Captain Akhmad Subaidi AFNI Nitzeira Watson AFNI Capt Craig Dalton AFNI
Queensland Hong Kong SAR
Tel: +62 24 7628676 (H) zeira_11@hotmail.com Tel: 508-830-5000
www.niqld.net www.nautinsthk.com
Tel: +62 21 30050000 (Ext 204)(O) cdalton@maritime.edu
Capt Richard Johnson MNI Capt Aalok Sharma, AFNI PHILIPPINES
capt.akhmad@gmail.com West Coast
Tel: (+61) 419 600 261 Mobile : +852-6130 1377 Angelica Baylon AFNI Dr Colin Dewey AFNI
rich_tiss@bigpond.com secretary@nautinsthk.com IRELAND Tel: 63472373355 Tel: 707-654-1065
SE Australia Shanghai www.linkedin.com/pub/ ambaylon_maap11@yahoo.com uswestcoast.branch@nautinst.org
nauticalinstitute-ireland-
www.nisea.org Natalie Georgiou POLAND
branch/29/953/561 UNITED KINGDOM
Patrick Walsh AFNI secretary@nautinst-cyprus.org Capt. Adam Weintrit, FNI
Capt Steve Malone AFNI
Tel: +61 437 681 277 http://www.nautinst-cyprus.org/ Tel: +48 6 0410 8017 Bristol Channel
Mobile: +353 86 2297127
sec@nisea.org weintrit@am.gdynia.pl Capt John Rudd, AFNI
CROATIA nautinst.ireland@gmail.com Tel: 01179 772173
SE Australia (NSW) Mrs Zaloa Sanchez Varela MNI Mobile 07976 611547
ITALY ROMANIA
Patrick Walsh AFNI nauticalinstitutecroatia@gmail.com Capt. Cristian E. Ciortan, AFNI johnrudduk@hotmail.com
Tel: +61 437 310 803 North
Mobile: +40 722 393 464 Central Scotland
sec@nisea.org CYPRUS Tiziano Menconi MNI
ceciortan@me.com http://nicentralscotland.org.uk
Natalie Georgiou Tel: +39 3397540138
SE Australia (ACT) Capt Andy O’Brian AFNI
secretary@nautinst-cyprus.org menconitiziano@gmail.com RUSSIA
Nicholas Bonser MNI Mobile 07833671427
http://www.nautinst-cyprus.org/ South St. Petersburg Secretary@nicentralscotland.org.uk
Tel:+61 407 051 130
Capt Modestino Manfredi AFNI Captain Alexandr B Nosko MNI Humber
nicholas.bonser@amsa.gov.au DENMARK Tel: +39 339 1291042 (Mobile) Tel: +7 812 3859933 Capt Jamie Simpson AFNI
Southern Australia Capt Peter Rasmussen AFNI dariomanfredi@libero.it humber.branch@nautinst.org
Mobile +7 911 9224151
www.nisea.org Tel: +45 44 366851
JAPAN abnosko@gmail.com London
Captain Robin Bourne FNI plr@bimco.org a.nosko@scf-group.ru
Prof. Masao Furusho, MNI www.nautinst.org/uk-london
Tel: +61 438 591 420 Andrew Bell FNI
EGYPT Tel: 81 78 431 6246 SINGAPORE
themastermariner@mac.com Tel: 07785586317
Capt Eslam Zeid, AFNI Mobile 81 90 5362 2858 www.nautinst.org/singapore
Southern Australia – VIC furusho@maritime.kobe-u.ac.jp Andrew.Bell@shlegal.com
Tel: +201288850654 Capt Ken Ellam AFNI
Captain Robin Bourne FNI eslamzeid@gmail.com North East England
MALAYSIA Tel: : +65 9879 8606
Tel: +61 438 591 420 Mr David Byrne FNI
Dr. Capt. Manivannan singapore.branch@nautinst.org
themastermariner@mac.com FRANCE Tel: +44 (0)191 285 2013
Capt Guillaume Bourgeois de Subramaniam FNI Mob: +44 (0)7703 49 00 63
SOUTHERN AFRICA
Southern Australia – SA Boynes MNI Tel: + (60)-012 3582 485 david.byrne@flag-c.com
www.nautinst.co.za
Captain Nada Ganesan MNI Tel: +33 (0)2 3292 9175 (o) (60)-06- 388 2280 North of Scotland
Ms Yvette de Klerk AMNI
Tel: +61 392 541 631 guillaume.deboynes@helvetia.fr manivannan@alam.edu.my John Reid AFNI
Tel: +27 84 482 4444
carrmarine@bigpond.com Yvettedeklerk@icloud.com ni.northofscotland@yahoo.co.uk
MALDIVES
Southern Australia – TAS GEORGIA NW England and N Wales
Capt. Adhil Rasheed MSc MNI
Captain Peter Martin FNI Capt Mamuka Akhaladze AFNI SOUTH KOREA www.ninw.org.uk
Tel: + 960 331 2014
Tel: +61 408 077 522 Tel: +995 555 965050 Capt Chason Kang AFNI Mr Derek Gallagher MNI
Fax: + 960 331 2015
Mob: +995 577 221677 Chasonk@nate.com Tel: 07477535255 (Mob)
pinchj@bigpond.com Mob: + 960 999 8700
m.akhaladze@gmail.com arasheed@mamaldives.edu.mv sec@ninw.org.uk
Western Australia SRI LANKA
Shetland
Zubin Bhada, AFNI GERMANY Capt Keith Jayasuriya AFNI
MALTA https://www.facebook.com/
Tel: +61 8 9348 5837 www.linkedin.com/ Tel: +94 770 713 857
Mr. Brendon Paul Cassar Saguna ShetlandNI
Mobile: +61 0 408 165 306 groups?gid=3451665? Keith.jayasuriya@gac.com
Tel: +356 7933 0820 Laura Burden MNI
zubin.bhada@woodside.com.au Jens Hansen MNI nauticalinstitute.mt@gmail.com SURINAME Tel: 07935919886 (Mob)
BALTIC STATES Tel: +49 40 334 282 76 Mr Ruurdt Jukema MNI laura.burden1@hotmail.com
nautinst.germany@googlemail.com MEXICO Solent
sec@nautinst.org Tel: + 597- 485594
Capt. Ricardo E. Jiménez AFNI www.nautinst.org/uk-solent
Mob: +597-869 3876
BANGLADESH GHANA Office: + 52 55 75 868274 Richard Brooks, FNI
ruurdt.jukema@firstmeridian.nl
Capt William Amanhyia, AFNI Mob: +52 1 55 4712 8244 Tel: 07815 104419 (Mob)
Chittagong Tel: 233 2 4406 2438 Ricardo.Jimenez@bs- SWEDEN nisolentbranch.secretary@gmail.com
Capt. Sheikh Md. Jalal Uddin Gazi, w_amanhyia@msn.com shipmanagement.com www.nautinst.org/swe-den South West England
AFNI
MYANMAR Capt Helle Andsbjerg AFNI Capt Robert Hone FNI
Mobile : +880 1713 450252 GREECE (HELLENIC) helle@captainhelle.com
Capt Ba Nyan MNI Tel: 01752 862050 (h)
nautinst.chittagong@gmail.com Capt. Nikos Aslanis AFNI
Tel: 95 9 511 0982 (Mobile) Tel: 01752 586163 (w)
Dhaka Tel: +30 6944 370 023 TRINIDAD & TOBAGO robert.hone@plymouth.ac.uk
hellenic.branch@nautinst.org banyan@kcksrpsp.com Yusuf Buckmire AMNI
Capt Anisur Rahman Khan, AFNI, http://glang.me.uk/nisw.html
MICS MONTENEGRO Tel: +18687699429
IBERIA yubuck14@gmail.com VENEZUELA
Mobile : +880 1727 618242 Capt. Boro Lucic, AFNI
Capt. Mark Bull FNI Tel: +382 (0)69 597 766 (Viber) Capt Oscar Rodriguez AFNI
nautinst.dhaka@gmail.com TURKEY
Tel: +350 5404 6600 (Mob) +382 (0)68 068 766 Tel: +584242177766
BELGIUM Iberia.branch@nautinst.org Capt. Mehmet Albayrak, MNI Mobile +582127935701
boro.lucic@gmail.com Tel +90 216 474 6793
www.nautinst.org/belgium orodriguez@consemargroup.
INDIA NETHERLANDS alia@topazmarine.com com.ve
Mr Frans Doomen MNI
info@nibb.be North (New Delhi) www.nautinst.nl
UAE
Capt Pawan K. Mittal, MNI Netherlands.branch@nautinst.org
BRAZIL www.niuae.ae
Mobile 91 98 1016 0883 NEW ZEALAND Capt Sirpreet Kahlon AFNI
Capt. Vinicius Madruga Santos, FNI Tel/Fax: 91 11 2508 6500 Capt. Kees Buckens, FNI nauticalinstitute.uae@gmail.com
Tel: +55 11 3515-5873 pkmittal@ariworld.com
Mob: +55 11 964650066 Tel: +64 9 579 4429
nznisec@xtra.co.nz UKRAINE
madruga@flumar.com.br North West (Chandigarh) www.nautinst.com.ua
Capt P Ahluwalia MNI NIGERIA Professor Vladimir Torskiy, FNI
BULGARIA cdgnauticalinst@gmail.com Capt. Jerome Angyunwe AFNI Tel/Fax: +38 (048) 733-48-36
Capt. Andriyan Evtimov, FNI
South (Chennai) Tel: 234 1896 9401 Mobile: +38 (050) 390-12-87
Tel: 359 52 631 464 (o) torskiy@te.net.ua
Capt Y D Misra MNI Mobile 234 80 2831 6537
aevtimov@abv.bg
Tel: 91 98401 15064 (Mob) Jerome107@hotmail.com
U.S.A.
CANADA mail@nisi.org.in
NORWAY Gulf – Florida
British Columbia South West (Kochi) Mr Viet Dung Vu MNI Capt Ken Wahl MNI
nibcbranch.ca Capt Vinod Naveen AFNI Tel: +4798545022 Tel: 727 580-4576 (Mob)
Ryan Andresen MNI nauticalinstituteindiasw@gmail.com dvv@hvl.no kwahl@seaschool.com
ahoynibc@gmail.com
West (Mumbai) PAKISTAN Gulf – Houston
Maritime Provinces Capt. Amol Deshmukh MNI Capt. S M A Mahmoodi, FNI Fr Sinclair Oubre AFNI
Capt. Alan Knight FNI Tel: +91-98331 22343 (mob) Tel: 92 21 285 8050-3 (o) Tel: 409 749 0171 (Mob)
knighta@eastlink.ca ad@amoldeshmukh.net mahmoodi@mintship.com nigulfbranch@gmail.com
As many of these email addresses are private accounts, please refrain from sending multiple messages with attachments
the
The Nautical Institute is
ARE YOU A
ive body for
international representat
involved in the control
maritime professionals
with an interest in
of sea-going ships and
ovide a wide range of
nautical matters. We pr
professional standing
MA R I T I M E
services to enhance the
ers who are drawn
and knowledge of memb
ritime world.
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PR OFE S S I O N A L ?
u su pp or t th ose, in co ntrol of sea-going ships?

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an t to ne twor k & im prove your job prospects?
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November 2020 www.nautinst.org

The International Journal of The Nautical Institute

The Nautical Institute, as the global body for

BOOK OF THE MONTH:

Order from: pubs.admin@nautinst.org by the end of November

Comment & Opinion 15 The Master and the Reporting back

Seaways is posted to all Institute

p21 p26 p28 p30

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Technology – the good and the bad

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Courses currently available include:

Investigations and Audits - basic and advanced courses

course participants, employees, instructors

and our corporate customers remains our

Customer support for short courses

The Nautical Institute delighted to answer any questions you

or email courses@nautinst.org opportunity to explore many novel tools

to work productively in future without

compromising on the quality of our

Learning the ropes

She also underlined the importance of mentoring as promoting

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Creating a legacy The snowball effect

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Jamming and spoofing

Captain Johan Gahnström

High standards of marine navigation are fundamental to the safety of

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‘Meaconing’ is a type of spoofing where GNSS signals are Training

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AIS – Automatic Identification System

VSAT – Very Small Aperture Terminal

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Who should pilot?

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9 QUALITY CHRISTMAS CARDS

To receive a copy of our new 2020 brochure

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The Master, the charterparty

O It is documentary evidence of the contract for the carriage of goods

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Mariners’ Alerting and

MARS 202060 MARS 202061

Visit www.nautinst.org/MARS for online database

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Bottom damage from touching channel side

Visit www.nautinst.org/MARS for online database

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O The visitors were tempted to step ashore by the near equality of

Visit www.nautinst.org/MARS for online database

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Independence and Experience in Surveying

Immediate causes of container loss –

Heavy weather 50.0%

Branch activities Let us know at